





















•* 
















45th Congress, > HOUSE OF REPRESENTATIVES. ( Ex. Doc. 
2d Session. i \ No. 49. 


U,XObum« ‘ .'J, 

v <T i 

RESEE.VOIRS TO PROMOTE THE NAVIGATION OF THE MIS¬ 
SISSIPPI RIVER. 


LETTER /if/? 

FROM 2 0 

THE SECRETARY OF VAR, 

TRANSMITTING 

Information concerning the effect of reservoirs upon the navigation of the 

Mississippi River. 


February 13, 1878.—Referred to the Committee on Commerce and ordered to be 

printed. 


War Department, 
Washington City, February 11, 1878. 

Sir : In compliance with the joint resolution of Congress approved 
December 15, 1877, “ relative to reservoirs to promote the navigation 
of the Mississippi River,” I have the honor to transmit herewith a com¬ 
munication from the Chief of Engineers of the 8th instant, and copies 
of the report on the subject from Majors Houston and Farquhar, of the 
Corps of Engineers. 

Appendix C C, report of the Chief of Engineers for 1875, and Appen¬ 
dix T2, of his report for 187G, are herewith transmitted. 

Very respectfully, your obedient servant, 

GEO. W. McCRARY, 

Secretary of War. 

The Speaker of the House of Representatives. 


Office of the Chief of Engineers, 

Washington, D. C., February 8, 1878. 

Sir : To comply with the provisions of the joint resolution of Con¬ 
gress “relative to reservoirs to promote the navigation of the Missis¬ 
sippi River,” approved December 15, 1877, which was referred to this 
office for report, I beg leave to submit a copy of a communication from 
Major D. C. Houston, Corps of Engineers, upon so much of the same as 
refers to the preliminary examination of the headwaters of the Wiscon¬ 
sin River, and a copy of a letter from Major F. U. Farquhar, Corps of 
Engineers, upon that portion which relates to the examination' of the 
headwaters of the Saint Croix and’Ghjppewa Rivers'/, ; **: 











2 


NAVIGATION OF THE MISSISSIPPI RIVER. 


These reports are necessarily meager and indefinite, for the reason 
that no funds were available for making the examinations requisite to 
procure information, as well as for lack of time; but they will, it is 
hoped, furnish sufficient data upon which to base an estimate of the 
amounts that will be required for making adequate surveys for ascer¬ 
taining the extent and practicability of the proposed reservoirs. 

The question of the improvement of the navigation of Western riv¬ 
ers by means of reservoirs has attracted the attention of this office, and 
estimates have been submitted for the necessary surveys for ascertain¬ 
ing their practicability, cost, &c., as may be seen by reference to the 
reports of the Chief of Engineers lor 1869, pages 188,189; for 1870, page 
291; for 1875, part 2, page 434 et seq ., and for 1876, part 2, pages 288-9. 

Appendix C C, report of 1875, and Appendix T 2, report of 1876, are 
herewith. 

No appropriations have been made for the surveys in question. 

The joint resolution is herewith respectfully returned. 

Very respectfully, your obedient servant, 

A. A. HUMPHREYS, 

\ Brigadier-General and Chief of Engineers. 

Hon. Geo. W. McCrary, 

Secretary of War. A no 

RESERVOIRS ON THE HEADWATERS OF THE WISCONSIN RIVER TO 
PROMOTE NAVIGATION OF THE MISSISSIPPI RIVER. 

United States Engineer Office, 

Milwaukee , Wis., January 21, 1878. 

General : I have the honor to submit the following report in refer¬ 
ence to reservoirs on the headwaters of the Wisconsin River for the 
improvement of the Mississippi River, called for by your letter of the 
2d instant, inclosing copy of resolution of Congress, entitled: 

Joint resolution relative to reservoirs to promote the navigation of the Mississippi 
River. Approved December 15, 1877. 

There being no funds applicable to a full examination of the country 
necessary to determine the questions involved, and if there were, the 
time allowed not being sufficient to make such an examination, this 
report is necessarily limited to presenting such information as now 
exists, aud I am able to obtain by inquiry of persons familiar with the 
locality. 

There is no survey (to my knowledge) of the Upper Wisconsin, except 
the United States laud-survey, which simply gives the course of the 
stream, and contains no information of any value whatever in this con¬ 
nection. 

The only report I can fiud which gives any information in reference 
to the character of the Upper Wisconsin and the adjacent country is 
that of Dr. J. G. Norwood, which is found in Owen’s report on the geology 
of Wisconsin, Iowa, and Minnesota, published under direction of the 
Commissioner of the General Land Office, by Lippiucott, Grambo & 
Co., Philadelphia, in 1852. 

Dr. Norwood made a journey in 1847 from Lake Superior to the head¬ 
waters of the Wisconsin River and descended the river in a canoe from 
a point where it was but 12 yards wide to its mouth. 

I forward /herewith.a copy, of : his itinerary from the starting-point to 




NAVIGATION OF THE MISSISSIPPI RIVER. 3 


v Grand Rapids, which embraces the only portion of the river where 
> > reservoirs iu this connection are deemed practicable. 

This part of the river runs over the crystalline rocks; below Grand 
Rapids the country is sandy, the bed of the river being filled with sand¬ 
bars, rendering the formation of reservoirs for the purpose proposed 
impracticable. In view of the condition of settlements in the country 
I judge that any reservoirs must be located above the mouth of Prairie 
River, in the southern part of Lincoln County. 

Dr. Norwood describes this portion of the riveras a succession of rapids. 

In a number of places the river passes through high rocky ranges where 
these rapids or falls are found. 

It would appear from his report that there are several places where 
reservoirs of large capacity could be created. 

His remarks on the general features of the country would indicate that 
it was practicable to dam up the river at different points, and orobably 
some of the tributaries, so as to form reservoirs of any required extent 
sufficiently so to warrant a thorough examination of the country with a 
view to the location of reservoirs should such a system be thought advis¬ 
able. 

Dr. O. W. Wight, formerly State geologist of Wisconsin, who visited 
the upper waters of the Wisconsin in 1875, informs me from his knowl¬ 
edge of the country that it is entirely practicable to create reservoirs iu 
that region of any needed extent. 

His plan would be to construct dams at the outlets of some of the 
numerous lakes which discharge their waters into the Upper Wisconsin. 
This, he thinks, can be done at reasonable cost, and that very little land 
would be flowed. 

I inclose report of Mr. E. G. Hinman, overseer, giving results of his 
inquiries of persons at Portage City and Stevens’s Point. 

Prom the information I have gained I am of the opinion that at a 
moderate cost reservoirs can be created on the headwaters of the Wis- 
cansin River which would be of great service in connectiou with the 
method of improvement by wing dams in making that river navigable 
at all seasons of the year, and contributing with reservoirs on other trib¬ 
utaries to the improvement of navigation on the Mississippi. 

A survey including measurements to ascertain the volume of discharge 
of the river and its tributaries is necessary to determine, even approx¬ 
imately, the extent of such reservoirs and the character and value of 
laud which would be submerged. 

I am, general, very respectfully, your obedient servant, 

D. C. HOUSTON, 

Major of Engineers. 


Brig. Gen. A. A. Humphreys, 

Chief of Engineers, United States Army. 


REPORT OF MR. E. C. HINMAN, OVERSEER. 

Portage, Wis., January 17, 1878. 

SETTLEMENTS AND MILLS ABOVE STEVENS’S POINT. 

The settlements above Stevens’s Point are all lumbering towns, arranged up the river 
in the following order: 

1. Eau Pleine, 12 miles above Stevens’s Point; population, 509. 

2. Know]ton, 18 miles above Stevens’s Point; population,264. 

3. Mosinee, 26 miles above Stevens’s Point; population, 200. 





4 


NAVIGATION OF THE MISSISSIPPI RIVER. 


4. Wausau, 41 miles above Stevens’s Point; population, 1,500. 

5. Jenny,56 miles above Stevens’s Point; population, 700. 

Jennv is the most northern town on the Wisconsin River. It is 12 miles from Jenny 
to Grandfather Bull Falls. The mills between Stevens’s Point and Jenny are located 
on tributaries of the Wisconsin River, near their mouths, and at the several villages on 
the main river. They are located as follows (going up the river): 

Little Eau Pleine River: 1 steam-mill; 1 water-mill. 

Little Eau Claire River: 1 steam-mill; 1 water-mill. 

Knowlton (village): 2 steam-mills., 

Big Eau Pleine River: 1 steam-mill. 

Mosinee village: 1 steam-mill; 1 water-mill. 

Big Eau Claire River: 2 water-mills. 

Big Sandy River: 1 Water-mill. 

Wausau (village): 1 steam-mill; 4 water-mills. 

Little Rie River: 1 steam-mill. 

Trap River: 1 steam-mill. 

Pine River: 1 water-mill. 

Jenny (village): 1 water-mill. 

Jenny is the most northern point on the Wisconsin River where lumber is manufact¬ 
ured. 

The country is settled between Stevens’s Point and Jenuy, but above this point it is 
unsettled, except by lumber-camps, Indians, and trappers. 

CUTTING TIMBER. 

Timber lias been cut on all of the headwaters of the Wisconsin as far north as “Lac 
Vieux Desert,” and on all tributaries east and west. 

DESCRIPTION OF LAND BORDERING THE HEADWATERS OF THE WISCONSIN RIVER. 

Nearly all of the land along this portion of the river and its tributaries is entered for 
the pine growing upon it. This land is low, marshy, and mostly impassable, except in 
winter. There are tracts of marsh-laud covered with grass; also some upland cov¬ 
ered with hard-wood timber. The (pine) land that would be flooded is held by the 
owners only for the timber with which it is covered, and when that has been cut, the 
owner generally abandons the land, when it reverts to the State. This land, while tim¬ 
bered, is valued according to the estimated amount of manufactured lumber it will 
yield, to its nearness to the river, improvements made upon it or for it, such as build¬ 
ing roads, bridges, and dams, to assist iu driving logs. The present value ranges from 
$1 to $2 per thousand “stumpage”, being so much per thousand feet estimated staud- 
iug on the land. 

RIVER-IMPROVEMENT COMPANY. 

There is a chartered river-improvement company, which has for its object the im¬ 
provement of tho numerous rapids in the Wisconsin River, by means of dams, to facil¬ 
itate in driving logs and running lumber over them. This company have put in dams 
at Grandfather Bull Falls, Big Bull Falls, Little Bull Falls, and other smaller rapids on 
the river and its tributaries. Tolls are collected on all lumber and logs passed over 
the sections of river thus improved. 

GRANDFATHER BULL FALLS. 

These falls in the Wisconsin River are 15 miles above Jenny. They are the largest 
on the river, are 1£ miles long, and fall 105 feet in the whole length. Tne river at this 
point is about 500 feet wide, the banks on each side, as well as the bed of the river, 
are of granite rock. .The banks are from 20 to 40 feet high. Here would be the 
most favorable point on the Wisconsin River for a dam of masonry, on account of the 
natural rock foundation and abutments. Tho river is very rapid above the tails, and 
there are two smaller rapids at 6 and 12 miles, respectively, above Grandfather Bull 
Falls. The land has been cleared of piue to Irom 2 to 4 miles back from the river. 
The land ascends from the river gradually. 

On account of theswitt current and rapids above, and the consequent sudden ascent 
in the land going up stream, the question arises, Would a dam bank high on the crest 
of Grandfather Bull Falls create a reservoir of sufficient capacity to hold enough water 
m time of a freshet to materially benefit navigation? Lumbermen acquainted with 
the river at this poiut give opinions both in favor of and against the practicability 
and extent of such a reservoir, although a thorough investigation might result favor¬ 
ably. 


NAVIGATION OF THE MISSISSIPPI RIVER 


5 


EAGLE RIVER. 

The Eagle River is a, tributary of the Wisconsin, has its source in Marathon County, 
runs through a chain of large lakes, and joins the Wisconsin in township 40 north, range 
10, section 31. It is a wide, deep stream. The land bordering it is timbered with pine 
and hard wood. Considerable pine timber has been cut three-quarters of a mile above 
its mouth. The bauks are from 18 to 20 feet high, composed of “ hard-heads ” and 
gravel. The bed of the river is of the same material. The river at this point is esti¬ 
mated to be 400 feet wide. The land ascends from the river. A dam at this point 
could be constructed that would set back the water of the river into Catfish, Yellow 
Birch, Eagle, Cranberry, and several smaller lakes. 

There is a fall from Long Lake into Cranberry, at which point a dam could be con¬ 
structed which would raise Long Lake several feet. It is estimated that these two 
dams would flow an area equal to three townships. The natural lakes cover one and a 
half townships. 

It was estimated by the River-Improvement Company herein mentioned that a dam 8 
feet high at the point designated on Eagle River would hold back water enough to 
make a three weeks’ freshet in the Wisconsin River. 

PELICAN RIVER. 

The Pelican River is a tributary of the Wisconsin; it rises in Marathon County’ 
runs through several lakes, and empties into the Wisconsin in township 36 north, 
range 9, section 6. There are rapids near its mouth, but above them the river is slug¬ 
gish. At the upper rapids the banks are 15 feet high, composed of rocks and gravel, 
as is the bed of the river. Estimated width of river 200 feet. 

It is thought a dam constructed at this point would create a large reservoir, having 
an area equal to two townships. There is pine timber along this stream, and consider¬ 
able logging has been done on it. There is a large tract of laud without timber, the 
most of which is entered for hay land. 

I 

TOMAHOCK RIVER. 

This river, a tributary of the Wisconsin, is a lumbering stream. It has its source in 
“ Tomahock” Lake. It is without rocky banks at one point on both sides, and is not 
recommended as a good site for a reservoir. However, it might be possible to make a 
large reservoir on this river in conjunction with the headwaters of the south fork of 
the Chippewa River; but it is impossible from data at hand to determine to what 
extent. 

GENERAL. 

There are several other prominent tributaries of the Wisconsin River, on some of 
which large reservoirs could, probably be made, but no favorable information could be 
obtained concerning them. 

The opinion is prevalent that lumbermen would gladly relieve the United States 
from claims for damage to laud on the site of contemplated reservoirs on account of the 
benefits which would be rendered them in driving logs and running lumber. 

SOURCE OF INFORMATION. 

This report is made up from information obtained in interviews on the subject with 
the following gentlemen, who concur in the practicability of reservoirs to the extent 
hereiu set forth: Hon. A. Eaton, land agent, Wisconsin Central Railroad, who was for 
fourteen years receiver of the United States land-office, Stevens’s Poiut; Mr. E. A. 
Williams, surveyor and land-looker; Mr. A. J. Hammacker, merchant, Stevens’s Point, 
connected with the improvement company, and familiar with the Wisconsin River and 
its tributaries; John Hawn, Stevens’s Point, lumberman, land-looker, and guide, who 
has traversed the whole territory in question; William Hayes, Portage, raft-pilot. 

Respectfully submitted, 

ED. C. HINMAN, 

Overseer Fox and Wisconsin Rivers Improvement. 


EXTRACT FROM NARRATIVE OF EXPLORATIONS MADE IN 1847 BETWEEN PORTAGE LAKE 
AND THE HEADWATERS OF WISCONSIN RIVER AND DOWN THAT STREAM TO WINNI- 
BAGO PORTAGE.—BY DR. J. G. NORWOOD. 

[See Owens’s Geological Survey of Wisconsin, Iowa, and Minnesota, published under 
direction of the Commissioner of the General Land Office, in 1852, by Lippincott, 
Grambo & Co., Philadelphia.] 

******* 
October 2.—The ground was whitened by a heavy frost, and the atmosphere cool 
and bracing. Muscle Lake, upon which we began our voyage to the Mississippi, is about 



6 


NAVIGATION OF THE MISSISSIPPI FIVER. 


one mile long and rather more than half as broad. A small stream about 150 yards in 
length led us into another lake rather more than half a mile in diameter. It discharges 
its waters into the Wisconsin River through a small creek from one to five yards wide, 
running east. The creek is very shallow, very crooked, and much obstructed by drift¬ 
wood, but without a rock of any description. Its whole course is through swamps, 
bordered by sand-banks covered with pine. The banks have quite a reddish appear¬ 
ance, although the sand in the bed of the river is white. The entire bed of the creek 
in many places is covered by several species of Unio. 

At half past twelve o’clock we entered Wisconsin River, which is 12 yards wide at 
the junction, and from 3 to 4 feet d^ep. Its course is south for several miles, but 
gradually changes to southwest, which was the prevailing course during most of the 
afternoon. 

We encamped about eighteen miles below the mouth of Muscle River, although 
in a direct In e, probably not more than six or seven miles, as the river is remarkably 
crooked. It is from 10 to 15 yards w ide, and is occasionally obstructed by drift-wood. 
We did not see a rock or pebble of any kiud until just before reaching our camping- 
ground, w hen a solitary bowlder showed itself, and a few minutes afterward the shores 
were found lined with pebbles washed out of the banks, which are composed of sand, 
and are from 3 to 20 feet high, and covered with pine, fir, and spruce, with a few aspens 
and small birch. The low grounds, which frequently intervene between the river and 
the high banks, support elm, and, where very low, tameraek in abundance. The margin 
of the water is overhung by alders and cranberry bushes. At one point the drift was 
seen resting on a bed of reddish-colored indurated clay. The banks where slides have 
taken place present all the appearance of stratification, with a dip.to the south greater 
than the fall of the river. A few first-rate and many second-rate pines were seen. 

October 3.—We left camp at 8.30 a. in., and at 1.30 p. m. reached the first rapids. They 
are made by a low range of gneiss and gneissoid granite, bearing northeast and south- 
w'est, and are half a mile long. The fall is not very great, but the navigation was ren¬ 
dered rather difficult by the great number of bow'lders, some of them very large, which 
cover the bed of the river for nearly the whole distance. Above the rapids the river 
is 50 yards wide; below them it contracts again to 30 yards in width. 

Three other rapids occur in the distance of a mile and a half. The first one is short 
but difficult to pass. The river is divided by a small island at the foot of the rapid. 
The channel for canoes is on the east side of the island. The second one is made up of 
granite, with gneiss resting on it; and the third of gneiss and hornblende. In the 
forenoon the river was much obstructed by drift-wood, and was very crooked except 
in the vicinity of the rapids, where its channel lay for some distance between the ele¬ 
vated ridges of rock. The country for a short distance above and opposite these rapids 
is open, bearing thickets of small birch, and a few r stunted pines scattered through 
them. Occasionally a solitary large pine was seen standing on a sandy knoll, 20 or30 
feet above the level of the river. Below the last rapids the country is made up of 
sand, apparently destitute of pebbles, with sandy loam on top, and supporting a toler¬ 
ably good growth of pine, birch, and aspen. 

October 5.—Ninety-six miles (according to our estimate of distances) below the mouth 
of Muscle River, we came to a high range of rocks consisting of hornblende, gneiss, aud 
gneissoid granite. This range about 150 feet high, bearing northeast and southw r est. 
The lapids formed by it have a descent of about 30 feet in a quarter of a mile. The 
portage-path is on the east side of the river, and is about 500 yards long. 

On a small prairie, half a mile from these rapids, I measured a granite bowlder 78 
feet in circumference aud 10 feet high. 

The rocks continued to show themselves until, ten miles below the last range, we 
came to one about 300 feet high, composed of syenite and greenstone, traversed by veins 
of feldspar, quartz, granite, and titauiferous iron. The granite veins are from* 2 to 3 
feet in width and porphyritic. 

The average width of the river yesterday was from 40 to 50 yards. The banks were 
of sand, from 10 to 30 feet in height, and exhibit at some points extensive slides, simi¬ 
lar to those seen ou the Chippewa, below the dalles of that river. 

I made an excursion into the country yesterday, commencing at the foot of a large 
island, the first one of any size met with in descending the river. I proceeded directly 
west, and found the country to present a succession of low ridges, and tamarack 
swamps. The ridges are sandy, with a thin soil, and from a quarter to half a mile 
wide. On the more elevated grounds are some first-rate, and a great number of second- 
rate pines. 

A lew miles south of this the Kewaykwodo portage begins. It passes for some dis¬ 
tance over a rolling sandy country, which is the general character of the regiou bor¬ 
dering the river tor some miles above and below the beginning of the portage. A 
narrow strip of small pines lines the banks of the river at intervals, but as you recede 
into the country there are few trees of any size to be seen. Clumps of verv small 
birch and pine are scattered over it. This portage leads to Lac du Flambeau, by way 
of Swamp, Kewaykwodo, Leech, Thesebagomag, Wishekon, and La Roche qui Traine 


NAVIGATION OF THE MISSISSIPPI RIVER. 7 

Lakes. Just below the Kewaykwodo portage, the river is filled with bowlders, some 
of which are very large. 

The banks of the river to-day were of fine drift, generally from 3 to 8 feet high, and 
resting on a bed of red clay, the thickness of which is not known, as it only rises from 
12 to 18 inches above the water-level. It is stratified, exceedingly compact, and in 
seams about an inch thick. Some of the ridges, sections of which are made by the 
river, are from 50 to 60 feet high, and composed entirely of sand, with pebbles and a 
few small bowlders near the top. 

October C.—About eight miles below the last high range we came to one about 150 
feet high, composed of the same kind of rocks, syenite and hornblende. The rapids at 
this place are half a mile long, with an island dividing them at the lower end. At the 
foot of the island the water falls 2^ feet perpendicular. There is a portage-path on 
the east side of the river. One canoe, however, descended the rapids without much 
difficulty. 

There is a succession of small rapids for the next four miles, the rocks showing them¬ 
selves in the borders of the river at short intervals the whole distance. The river is 
very shallow, very wide, and the bed covered with bowlders, many of which are from 
30 to 50 feet in circumference. Iu the afternoon we reached a point where the river is 
from 400 to 500 yards wide. Up to this point it has been so shallow below the last 
rapids as to allow the canoe to pass with difficulty. Here it is deep, with no percep¬ 
tible current, and continues so for about six miles, when it is again obstructed by 
bowlders and a succession of rapids, which continue for about eight miles, the rock 
showing itself in place at several points in the middle of the river. 

The rocks are fine-grained granite, hornblende, and porphyritic syenite in low ranges, 
all bearing northeast and traversed by wide quartzose veins. The country, with the 
exception of the rocky ranges, is, in the immediate neighborhood of the river, mostly 
broken sand-prairie, with a few small pines scattered here and there; and occasionally 
a few shrubby oaks, small birch, and aspen show themselves. 

The ridges are densely timbered with hard and soft woods, among which, when the 
rocks approach the surface, a great deal of fine cedar is found. The river-bottoms, 
which are sometimes from a quarter to half a mile wide, are timbered with oak and 
elm of good size or covered with a luxuriant growth of grass. 

October 7.—We left camp this morning at seven o’clock, and two miles below came to 
a low rauge of trap-rocks bearing northeast and southwest, and making rapids. One 
mile below this we reached the largest rapids of Wisconsin River, known among the 
traders and lumbermen as “Grandfather Bull Falls.” A fine section is exposed at this 
place. The top of the ridge is about 150 feet above the level of the water, which cuts 
through the rocks for the distance of a mile and a half. 

The fall of the water in this distance I had no means of ascertaining. At the upper 
part of the rapids the river is divided into three chutes by two chains of rocks, which 
r.se from 10 to 15 feet above the water, and continue for some distance below the com¬ 
mencement. 

The rocks on the north side of the range are greenstone-trap, protruding through 
gneiss and hornblende slate, while the lower part of the rapids is made by gneiss, 
interstratified with mica slate and talcoso slate. The stratified rocks above the rapids 
have a dip of 20° to the northwest. The river falls, for a great part of the distance, 
iu a succession of small cascades, made by the tilted strata extending across the river 
in the line of bearing. A few of the cascades are 7 or 8 feet high, but generally from 
2 to 5 feet, and from 60 to 80 yards apart. At the foot of the falls the gneiss and mica, 
slate dip 57° southeast. 

Four miles below the falls we reached the mouth of Skakweya or New Wood River, 
and, much to our joy, found a trading-house established there. The person who occu¬ 
pies it intends opening a farm, and has already made a small clearing. We obtained 
from him some pork and a lot of fine potatoes. As we had been without meat for 
several days, we found the sour pork quite palatable. The potatoes, which were 
raised here, are equal to any I have ever seen. 

About a mile and a half below the mouth of New Wood River a number of springs, 
strongly impregnated with iron, burst out of the west bank of the river. As the 
springs are but a few feet above low-water mark, every rise of the river carries away 
most of the ferruginous matter deposited ; still there is a deposit of considerable thick¬ 
ness lining the shore for the distance of a quarter of a mile. The hill iu which the 
springs originate is about 80 feet high, and extends back from the river from a 
quarter to half a mile to a deep ravine into which springs discharge from the same 
hill, but present no indication of iron whatever. 

At the mouth of Copper Rock River, 5 miles below the mouth of New Wood River, 
a trap-dike crosses the Wisconsin, making an island in the river, 30 feet high, known 
as Rock Island. This range makes dalles ou Rock River several miles above its mouth. 
The walls of rock at tne dalles are from 40 to 50 feet high, and at one point approach 
within 6 feet, through which contracted space the water rushes with great swiftness. 
There is a portage of twelve miles from the mouth of the river to a point above the 


8 


NAVIGATION OF THE MISSISSIPPI RIVER. 


dalles. The river is then navigable for canoes to the lake of which it is the outlet, a 
distance of about 40 miles. Greenstone continues to show itself in the river, without 
forming rapids, for the nest three miles. 

Six miles below the mouth of Rock River, Prairie River comes in from the east, aud 
just below its mouth a range of hornblende-trap crosses the Wisconsin, bearing east- 
southeast and west-northwest, forming Beaulieux’s Rapids. At one point in these 
rapids there is a fall of 4 feet, affording excellent facilities for driving machinery. 

Seven miles below these rapids, near the mouth of Pine River, trap shows itself in 
the bed of the river without obstructing navigation. About 4| miles below the mouth 
of Pice River, Trap Rapids begin, and immediately below them a reddish-colored, com¬ 
pact, fine-grained granite shows itself in the banks of the river. Three miles further 
a range of hills from 350 to 400 feet high, and bearing northeast and southwest, skirt 
the river for some distance. They are, so far as observed, made up entirely of a green¬ 
ish-colored, compact, petrosiliceous rock, fusible, with difficulty, before the blow-pipe 
into a colorless enamel, and resembles very much some trachytic specimens brought 
from the Engauean Hills, and from the Cantot. This rock extends to within a short 
distance of Big Bull Falls, and forms the most southerly range of hills in the eastern 
part of the Chippewa land-district, the corner of which strikes Wisconsin River, in 
latitude 45°, and about six miles above the falls. 

We got to the falls early in the afternoon, and having made the portage around 
them, devoted the remainder of the day to procuring provisions for the further prose¬ 
cution of our journey. 

The village at the falls consists of a number of very good frame houses, and from its 
position with regard to the lumber trade, in connection with the productiveness of 
the soil in its vicinity, bids fair to become a place of considerable importance at no 
distant day. An effort is being made to lay out and open a road from Green Bay to 
this place, which, when completed, will materially accelerate the settlement of the 
country, not only by affording facilities for immigration, but also by reducing the cost 
of provisions, which at present is a serious matter to new-comers, who have to pur¬ 
chase almost everything for the first year. 

One of the finest pine regions of Wisconsin enters the district at this point from the 
south, and extends for some distance above Spirit River. The general character of 
the lands, bordering Wisconsin River from near its source to the neighborhood of 
Grandfather Bull Falls, has been indicated. Below that point from a quarter of a 
mile to a mile back from the river, ridges, bearing maple aud other hard woods, begiu 
and extend back into the country for many miles, while between the river and maple 
lands good pine is abundant. 

The rivers originating in the Chippewa land-district, down which logs can be run, 
are Rib, Trap, Rock, and New' Wood Rivers. On all these streams first-rate pine 
abounds, aud on all of them logging companies have been established. 

The country betw een them is made up of maple-ridges, interspersed here and there 
with marshes. 

Big Bull Falls are made by a ridge of syenite granite about 30 feet high, traversed 
by a dike of greenstone, ana crossing the river with a bearing east-northeast and west- 
southwest. 

The river is divided by an island, upon which three mills are erected. The perpen¬ 
dicular fall of the east chute is about four feet, that of the west chute about eight feet. 
The rocks have a dip of 24° to the northwest. 

October 9.—Seven miles below Big Bull, a high granite range shows itself on the 
w r est side of the river; and at several other points between that and Little Bull Falls, 
a distance of 13 miles, are exposures of the same rock. 

At Little Bull there is usually a portage made three-quarters of a mile long, on the 
w'est side of the river; but our voyagers descended the whole rapid in the canoe, with 
the exception of a few yards at the mill-dam. There is no perpendicular fail at this 
place ; it is a mere rapid, falling, in its whole length of over half a mile, as nearly as 
I could judge, 8 or 10 feet. The rock is a dark grayish and greenish colored compact 
syenite. The rauge is rather low, the rock being elevated, at the highest points ob¬ 
served, only about 10 feet above the water-level. 

October 10.—Nine miles below Little Bull, a low range of gneissoid granite is ex¬ 
posed, extending along the western shore of the river for the distance of 150 yards, 
bearing east-northeast and west-southwest, with a dip of 6° to the south-southeast^ 
The rock is traversed by numerous quartz veins, from 1 to 4 inches wide, and running 
in the direction of the line of strike. The direction of the cleavage joints is 15° west 
of south, and due east and west. The rock is overlaid by 20 feet of fine drift, with a 
thin soil of sandy loam. 

The country is gently undulating prairie, with clumps of very small pines scattered 
over it. 

One mile below this we reached Du Bois’s trading-house. About five miles below 
Du Bois’s, the grayish-colored gneissoid granite is again exposed for some distance 
along the west bank of the river, succeeded by a very fine-grained reddish granite. 


NAVIGATION OF THE MISSISSIPPI RIVER. 


9 


The rock is covered here with about 10 feet of fine drift, with a thin soil, supporting 
a small growth of oak, elm, aud aspen, on the west side, while east of the river, a 
beautiful undulating prairie extends as far as the. eye can reach. 

One mile above Stevens’s Point there is an exposure of hornblende slate for half a 
mile, succeeded by gneissoid granite, which extends for some distance below the village, 
forming rapids. 

The bearing of the rocks is northeast .and southwest. The country in the vicinity 
of this place is undulating, with a tolerably good soil, supporting a growth of oak, elm, 
maple, and a few pines. 

Two miles further brought us to Conant’s Rapids. This point is exceedingly inter¬ 
esting, not only on account of the great exposure of rock, but also in consequence of 
the foldings and contortions which have been produced in the stratified rocks at the 
time of the intrusion of the igneous rocks. 

The prevailing rock is a very decomposable amphibolic gneiss, passing r into ahiglily- 
ferrugiuous mica slate, green, brown, and reddish gray in different localities, and asso¬ 
ciated also with a very light-colored granitic gneiss. These rocks all have a vertical 
dip, and are compressed by lateral force into almost every possible wave-like form. 
Between the layers of gneiss, veins of feldspathic granite from 6 inches to 25 feet in width 
have intruded at intervals, and at many points overlie for a long space the vertical 
edges of the gneiss. Some of the veins are porphyritic. The direction of the plane 
of stratification is northwest aud southeast. 

Numerous veius of quartz aud of feldspar, from an inch to an inch and a half in width, 
traverse both the stratified and intrusive rocks, and have a northeast and southwest 
direction. Camped one mile below the commencement of the rapids. 

October 11.—There is a fine display of gneiss on an island opposite our camp. It is 
a gray-colored, very fine-grained, compact rock, with a few regular crystals of feldspar 
disseminated through it, bearing east-northeast aud west-southwest, with a dip south¬ 
east of 19°. It is traversed by many granitic veius following the curvatures of the 
strata, and these veius are traversed in turn by veins of quartz from half an inch to 
an inch wide, having a northeast and southwest direction. The gneiss is overlaid for 
a considerable space at mauy points by a very fine-grained, reddish-colored granite. 

About two miles below' Conant’s Rapids, and about one-fourth of a mile below the 
mouth of Plover River, the gneiss is again exposed, bearing northeast aud southwest, 
with a dip of 45° southeast. There is no bending of the strata at this place, nor did 
I observe any intrusive rock. Below the mouth of Plover River the drift-banks rise 
on the east side of the Wisconsin to the height of 30 aud 50 feet above the level of the 
water, aud at the bends of the river sand-slides occur precisely like those seen on 
Chippewa River, some of which are more than half a mile in length. Very few peb¬ 
bles are mixed with the sand. The country is a rolling sand plain, with a few pine 
bushes and dw r arf oaks scattered over it. 

The next exposure of rock is at the commencement of the Grand Rapids, about 12 
miles below the mouth of Plover River. These rapids are 9 miles long. Their 
grandeur consists not in cascades or bold escarpments, but in their length and the 
great number of low, picturesque rock islands, covered with trees, which dot the 
river and divide it into numerous narrow channels or chutes. The rock is a very com¬ 
pact feldspathic gneiss, with occasional wide veius of granite traversing it, gradually 
assuming a true porphyritic character about the middle of the rapids, and toward 
their termination merging into a gneissoid granite, and finally, at the village of Grand 
Rapids, into a fine-grained, reddish-colored granite of precisely the same character with 
that which overlies the gneiss at Conaut’s Rapids. The bearing of the rocks is east- 
northeast and west-southwest. 

* * ¥■ * * * * 


RESERVOIRS ON THE HEADWATERS OF THE SAINT CROIX AND 
CHIPPEWA RIVERS TO PROMOTE NAVIGATION OF THE MISSISSIPPI 
RIVER. 

United States Engineer Office, 

Saint Paul , January 23, 1878. 

General : I have the honor to acknowledge the receipt of letter from 
your office, dated January 2, 1878, inclosing Public Resolution No. 2, of 
the present Congress, and directing me to report on the subject of the 
extent and practicability of constructing reservoirs, &c., at the head- 



10 


NAVIGATION OF THE MISSISSIPPI RIVER. 


waters of the Saint Croix and Chippewa Kivers from such information 
as I might have in my possession or could collect. 

The only information I have is derived from the United States land- 
survey maps, and from conversations with persons who have gone 
through the country. 

1.—THE SAINT CROIX RIVER ABOVE SAINT CROIX FALLS. 


The Saint Croix Kiver above the Saint Croix Falls drains an area of 
6,000 square miles. 

The principal tributaries that enter from the right bank of the river 
are the Snake Kiver, which drains an area of 1,100 square miles, aud the 
Kettle Kiver, which drains an area of 936 square miles. 

The tributaries from the south are the Yellow Kiver, which drains an 
area of 360 square miles, and the Namekagou Kiver, which drains an 
area of 908 square miles. 

The river is made up of rapids and intermediate, reaches of slight 
slope. At the rapids it flows generally over rock in place. 

The average rain fall is a little more than 30 inches, or over the whole 
area,418,131,000,000 cubic feet. Owing to the area drained being for the 
most part wooded, the evaporation is probably a minimum, and it may 
be assumed that quite 40 per cent, of the rain fall passes over Saint 
Croix Falls, which would give a mean flow per second for the year of 
5,300 cubic feet; 4,000 cubic feet per second gives a good stage of navi¬ 
gation below the falls, and could this be made constant it would be of 
great benefit to the Saint Croix and the Mississippi Kiver. 

It is asserted by lumbermen that there are numbers of places where 
large reservoirs may be constructed, but only an instrumental examina¬ 
tion can determine the matter. 

The amount and character of the lands that would be submerged can 
only be determined after the sites for the reservoirs are chosen. 

An examination to determine the practicability of creating reservoirs 
would cost as follows: 


1 assistant engineer, 8 months, at $200. $1,600 00 

7 laborers, 5 months, at $50 . 1,750 00 

Subsistence, 5 months, at $105 . 525 00 

Transportation, 5 months, at $100 . 500 00 


4,375 00 

Add 10 per cent, for contingencies. 437 50 

4.812 50 

2. —CHIPPEWA RIVER. 


The Chippewa Kiver above Chippewa Falls drains an area of country 
of 5,600 square miles. It has many small tributaries. The only large 
one is Flambeau Kiver, which enters from the east in township 33, range 
H west. At the headwaters of the Chippewa and Flambeau Kivers are 
many lakes, which are natural reservoirs, but as they are at the extreme 
headwaters they cannot be enlarged, as they do not drain each any 
sufficient area from which to collect water. There are several falls or 
rapids on these streams between which the rivers have very gentle 
slopes. The country is generally wooded, large bodies of pine woods 
are still standing. The lumbermen have built several dams on the river 
for storage of water for the purpose of driving logs at low stages down 
the river. These dams have beeu of great use to them, and they assert 
that there are many places where good reservoirs can be constructed. 








NAVIGATION OF THE MISSISSIPPI RIVER. 


11 


It would be worth while to examine the two large tributaries of the 
Chippewa River that enter it below Chippewa Falls, the Menominee or 
Red Cedar from the west, and the Eau Claire from the east, the former 
draining 1,152 and the latter 864 square miles of land. 

The Chippewa River is subject to great floods and very low stages of 
water, and it would be well worth while to examine the stream and its 
tributaries for the purpose of determining whether its flow cannot be 
governed. 

The total area drained by the Chippewa River is about 8,000 square 
miles, and as there is at least a raiutall of 30 inches, there would be, 
supposing that but £ of the rainfall reached the mouth, a mean discharge 
of 5,900 cubic feet per second ; 3,500 cubic feet per second will give an 
excellent stage of water on the Chippewa, and, if this flow could be 
maintained and the remainder could be stored up, it would do much to 
ameliorate navigation at extreme low water on the Mississippi River. 

The practicability of constructing the reservoirs, aud the amount and 
character, can only be determined by an examination of the river and 
its banks. The cost of such an examination would be about the same 
as above given for the Saint Croix River, or $4,812. 

Very respectfully, your obedient servant, 

F. U. FARQUHAR, 

Major of Engineers. 

Brig. Gen. A. A. Humphreys, 

Chief of Engineers, U. S. A. 


Appendix C C. 

REPORTS ON TRANSPORTATION-ROUTES TO THE SEA¬ 
BOARD. 

CC I. 

SECOND SUBDIVISION OF THE MISSISSIPPI TRANSPORTATION-ROUTE. 

PRELIMINARY REPORT OF MAJOR F. U. FARQUHAR, CORPS OF ENGI¬ 
NEERS. 

United States Engineer Office, 

a Saint Paul, Minn., February 4, 1875. 

General : I have the honor to make the following preliminary report 
of the results of an examination of the sites for reservoirs at the head¬ 
waters of the Mississippi River. 

This examination was made by a party under the charge of Assistant 
J. D. Skinner, who, notwithstanding the shortness of the season and 
the great difficulties of the grouud, by his intelligent working and en¬ 
ergy, was enabled to gather all the necessary data called for by Con¬ 
gress, and leaves no doubt that large reservoirs may be constructed, 
which will retain the waters which prove often disastrous during fresh¬ 
ets, and will furnish water at times when usually there is too little for 
navigation. It is to be regretted that no observations have been carried 
on to determine accurately the annual rain fall in the region above, and 
discharge of the river at Pokegama Falls. The nearest post at which 
any continuous records of rain and snow fall have been kept is Fort Rip- 



12 


NAVIGATION OF THE MISSISSIPPI RIVER. 


ley. It is believed, however, that the rain-fall above Pokegama Falls is 
in excess of that taken as the basis for the computations. The season 
was a favorable one for the survey, as there was an average low-water 
stage, and at no time, save a few days in October, was there any ob¬ 
struction to navigation on the Mississippi River between Keokuk and 
Saint Paul. The steamboats made their trips without any great trouble. 

The field-work consisted, 1st, in a tested line of levels, commencing at 
the mouth of Grow Wing River, running thence by road to Leech Lake, 
and thence to the other lakes, and down the Mississippi to place of com¬ 
mencement; 2d, meanders of the lakes and rivers, wherever the United 
States land surveys had not been made; 3d, careful gaugings of the 
rivers; and, 4th, a transit-line along the river, and detail survey of Po- 
kegama Falls. t 

I.—DESCRIPTION OF COUNTRY AT HEADWATERS OF THE MISSISSIPPI 

RIVER. 

The Mississippi has its sources near Lake Itasca, in Beltrami County, 
Minnesota. 

From thence it flows northerly, and commences a great bend until it 
enters Cass Lake from the northwest, 135 miles* from Lake Itasca, in 
which distance it falls 172 feet. 

The river runs through many small lakes, and its banks are generally, 
wooded. Cass Lake is an irregular sheet of water, 1,318 feet above 
the sea, and has an area of thirty-one and six-tenths square miles. The 
banks are from 10 to 20 feet high. From Cass Lake to Winnibigoshish 
Lake the distance is about twenty miles, and the river falls 10 feet. 
Lake Winnibigoshish is a round sheet of water, surrounded generally by 
high banks covered with timber. It has a surface-area of seventy- 
eight and a half square miles. Just below its outlet the river flows 
between high banks only 1,000 feet apart—a very favorable location for a 
dam. About two miles below Winnibigoshish Lake the river widens out 
into Little Winnibigoshish Lake, which is about one and a half miles long 
and three-quarters of a mile broad. From Little Winuibigoshish to the 
junction with Leech Lake River, the river flows through a broad savanna 
from 1,000 to 5,000 feet wide, and is very tortuous. There are no ob¬ 
structions to navigation, except four miles below the outlet of Little 
Winnibigoshish, where there are a few bowlders in the river between 
Winnibigoshish and Pokegama Fall. There is a fall 11.1 feet from the 
lake to the junction of Leech Lake River, a distance by river of twenty- 
five miles. From the junction to Pokegama Falls, a distance of forty- 
five miles, the river falls only 13| feet, and flows through high reeds and 
rice-fields in a most tortuous way. At White Oak Point the banks of 
the river separate to a width of more than two miles, and the space not 
filled by the current of the river is a vast reed-field. Leech Lake is an 
irregular sheet of water, with a surface area of one hundred and ninety- 
five square miles. It lies just south of Cass and Winnibigoshish Lakes, 
and is separated from them by a ridge 30 feet high. Its outlet is the 
Leech Lake River, which connects it with the Mississippi. 

The distance between Leech Lake and the Mississippi River is about 
thirty-five miles, and the fall 13.555 feet. The river is very tortuous, 
and flows back and forth between its banks through high reeds and rice- 
fields. About four miles above its mouth it widens out into a vast rice- 
field, called Mud Lake. 


*See Nicollet’s report, House Doe. 25, Twenty-eiglith Cougress, second session. 



NAVIGATION OF THE MISSISSIPPI RIVER. 


13 


At Pokegama Falls the river falls over a ledge of sandstone. The 
stone is a metamorpbie rock (quartzite), and seems well fitted for build¬ 
ing purposes. The fall here is 14 feet in a distance of 880 feet. About 
three miles above Pokegama Falls is the outlet of Pokegama Lake. 

The water-surface of this lake is only 2.6 feet above the water-surface 
just above Pokegama Falls. The lake has a surface-area of fifteen and 
two-thirds square miles. The banks are generally high, except at the 
southeast end and where the dividing ridge between it and the Missis¬ 
sippi River is only 8 feet above the lake. This low place is about one 
mile long, and the ridge is of sand. Any break through this ridge would 
be disastrous, as the fall is 30 feet to the Mississippi in only three miles 7 
distance. Twenty five miles above Pokegama Falls the Vermillion River 
enters from the south. Just below its mouth the banks of the Missis¬ 
sippi River are high and close together, and makes a good place for a 
dam. The whole country in the vicinity of the Mississippi River and 
the above-described lakes are densely wooded with Norway pine, on the 
highest ground, and a large amount of sugar and hard maples, birch, 
and poplar. 

These ridges traverse great tamarack-swamps and quaking bogs. The 
soil is generally sandy, but clay here and there crops out in the banks, 
and undoubtedly underlies a great part of the basin. 

II.—SITES FOR RESERVOIRS. 

In considering the sites for reservoirs, I will commence at Pokegama 
Falls and consider the several available ones in their order, proceeding 
up stream. 

1. Pokegama Falls .—The height to which a dam may be built at 
Pokegama Falls is regulated by that of the water shed between its 
tributaries and the Mississippi below it. On examining the general map 
of the country (sheet 2 of the accompanying drawings), it will be seen 
that the lowness of the dividing ridge at the southeast end of Pokegama 
Lake will prevent any high dam from being built at Pokegama Falls. 

Assistant Skinner reports that— 

Pokegama Lake has a surface-area of fifteen and two-thirds square miles. It is 
mostly surrounded by high land, from ‘25 to 150 feet in height, but at. the southeast ex¬ 
tremity of the eastern arm of the lake there is a depression of about one mile in 
length, which is but 8 feet above the level of the lake. It is the dividing ridge 
between the waters tributary to Pokegama Lake and those running eastward into the 
Mississippi, and is but 250 feet in width where the water-line of the lake would be if 
raised (i feet. The small lake (marked 6 on sheet 2, accompanying tracing) is 6 feet 
above Pokegama Lake. There is no bank between it and the latter, which is distant 
from it about 500 feet. On the eastern bank of this lake the ridge spoken of rises 2 
feet, continues at this elevation, or nearly so, for 250 feet, and then falls into a lake 
800 feet wide and ouly 2-J feet above Pokegama, and 5^ feet below the small lake. 

The waters of this lake flow eastward into the Mississippi. The soil is loose and 
sandy, and there is no evidence of any rock in place near that locality. Immediately 
on tile east side of the ridge are marshes, through wftich streams flow directly into the 
Mississippi at the point marked c on tracing. 

It would not be prudent, without a long dam on this ridge, extending to the high 
land on either side, to raise the lake more than 6 feet above its level of this autumn, 
as, in case of unusually high water, there may be risk of its finding its way across the 
ridge; and once started, it would soon wear away the loose soil, form a new river, and 
partially drain Pokegama Lake. 

A dam raising the water at Pokegama Falls 7 feet would flow back¬ 
water over an area of twenty-three and sixty-one one-hundredths square 
miles, with an average depth of 5.7 feet. 

2. The first place above Pokegama Falls at which it is practicable to 
dam the Mississippi for constructing a reservoir is just below the 


14 


NAVIGATION OF THE MISSISSIPPI RIVER. 


mouth of the Vermillion River. Here the bauks are from 15 to 20 feet 
high, and approach each other to a distance of 850 feet. A dam at this 
point raising the water about 10 feet would form a large reservoir, 
backing the water over the extensive marshes near White Oak Point, 
and into Ball-Club Lake. This would give a reservoir of about thirty- 
four and a half square miles with an average depth of 6 feet. 

3. A dam just below Mud Lake, on the Leech Lake River, could be 
built that would raise the waters of Mud Lake 6 feet over a surface- 
area of seventeen and a fourth square miles. 

4. Leech Lake .—This lake has a suiface-area of one hundred and 
ninety-four and four-tenths square miles. Its outlet is very difficult to 
dam favorably or economically, 4,000 feet being the shortest distance 
between the high banks at any desirable point. 

At the point marked e, a dam might be built that would raise the 
surface of the lake 6 feet were it necessary, but the scarcity of the sup¬ 
ply for so large an area renders the raising of its surface more thau 5 
feet useless, as will afterward appear. 

5. Cass and Winnibigoshish Lakes .—The latter lake has a surface-area 
of seventy-eight and a half square miles. It can be readily raised 10 
feet above its ordinary level by a dam at its outlet. The fall from Cass 
Lake to this is 10 feet, so that the water would in fact be backed up 
into the former. No dam will be necessary at Lake Cass, as the lower 
lake can retain all its discharge. The location for a dam is favorable, 
the bauks being high on either side, and not more than 1,000 feet apart. 

Area of watersheds of affluents of Mississippi Paver above the Falls of Saint Anthony. 


Name of basins: square miles. 

Mississippi River, above outlet of Winnibigoshish Lake. 1, 892 

Leech Lake, above its outlet. 1,001 

Mississippi River, between Pokegama Falls and outlets of Leech and Winni¬ 
bigoshish Lakes. 772 

Prairie River and left bank of the Mississippi River to Wild Swan River ... 305 

Wild Swan River. 477 

Left bank of Mississippi River to mouth of Sandy Lake River. 78 

Right bank of Mississippi.River from Pokegama Falls to Willow River. 166 

Sandy Lake. 502 

Left bank of Mississippi River and Rice River. 360 

Willow River. 549 

Right bank of Mississippi River to Pine River. 154 

Pine River. 788 

Right bank of Mississippi River to Crow Wing.. 144 

Left bank to a point opposite mouth of Crow Wing River. 481 

Crow Wing River. 3,562 

Left bank of Mississippi River, opposite Crow Wing, to Fort Ripley. 157 

Left bank, opposite Fort Ripley, to Platte River. 102 

Platte River. 401 

Little Rock River, and left bank of Mississippi River, to Sauk Rapids. 121 

Little Elk, and right bank of Mississippi River, to Swan River. 223 

Swan River. Id2 

Swan River to Sauk River. 414 

Sauk River. 981 

Right bank of Mississippi River, from Saint Cloud to Crow River, including 

Clearwater River. 434 

Left bank, from Sauk Rapids to Elk River. 55 

Elk River.... 630 

Crow River. . 2,961 

Rum River.. .. 1,542 

Right bank of Mississippi River, from Crow River to Saint Anthony’s Falls, 155 

Coon and Rice Rivers. 254 


Total amount. 19,903 
































NAVIGATION OF THE MISSISSIPPI RIVER. 15 

m -—amount of water to be retained by the above-described 

RESERVOIRS. 

The data for the calculation of the rain-fall are based on the average 
of the observed rain fall for sixteen years, made at Fort Ripley. This 
average amount is 25 inches per year. The observed rain fall and 
snow-fall for 1874 amounted to about 35 inches. From the gaugings 
of the Mississippi River at Sauk Rapids, and by means of comparison 
with the gauge at Saint Paul, it was ascertained that 41 per cent, of 
the computed rain fall over the water-shed above Sauk Rapids was 
discharged at that point. In the absence of more extended observa¬ 
tions, it may safely be assumed that there passes over Pokegama Falls 
at least 33 per cent, of the entire rain fall over the area above it. The 
reservoirs and their water-supply are as follows: 

1. Lake Winnibigoshish. —This lake has a watershed of 52,746,019,920 
square feet. One third of the rain-fall would give a volume of 36,629,- 
180,500 cubic feet. A dam would be required here not less than 14 feet 
high. 

2. Leech Lake .—This lake has a total water-shed of 27,906,278,400 
square feet. Taking 8J inches as the depth of water that can be gath¬ 
ered in and discharged annually from this water shed, we would have a 
supply of 19,379,359,983 cubic feet. This would require a dam of not 
less than 4 feet above the present level of the lake. 

3. Mud Lake. —We have here a gathering-ground of 4,460,544,000 
square feet, which would furnish 3,097,600,000 cubic feet of water. To 
hold this would require a dam at least 6 feet above the level of the 
lake. 

4. Vermillion River. —Area of water-shed, 12.071,346,800 square feet; 
amount of available rain-fall, 8,382,879,722 cubic feet, which would re¬ 
quire a dam at least 10 feet high. 

5. Pokegama Falls. —Area of water shed, 4,990,223,600 square feet; 
amount of available rain fall, 3,465,433,052 cubic feet. Now the highest 
that the water can be raised at Pokegama Falls above the level of 
last October is 7 feet. This would create a reservoir of 3,886,290,794 
cubic feet capacity. Total amount of water shed above Pokegama 
Falls, 3,365 square miles; total assumed quantity of rain-fall available, 
70,954,453,257 cubic feet. 

The Sandy Lake, Pine River, Gull Lake, and Mille Lacs regions were 
also visited for the purpose of determining their values as holding- 
grounds for surplus water. 

6. Sandy Lake. —Sandy Lake is a very irregular sheet of water, sur¬ 
rounded for the most part by sand-dunes. Its outlet is very broad, and 
would make the erection of a dam very costly, as the water would un¬ 
doubtedly sweep through the sand-banks if the surface of the lake was 
raised. The Sandy Lake River, its outlet, is a very tortuous stream at 
low water. The high water is due to the high water of the Mississippi 
River, which backs the water up into Sandy Lake. 

7. A good storage-ground for water was found on the Pine River. 
(See Detail Map No. 3.) Pine River runs through a series of connecting 
lakes. Just below Cross Lake there is a good place to build a dam. 
The water shed above the outlet of Cross Lake has an area of live hun¬ 
dred and titty-one square miles. Estimating the ’annual rain fall at 25 
inches, and that 8J can be relied upon, there will result a total discharge 
per year of 10,752,698,880 cubic feet. The banks of the lakes are gen¬ 
erally high, and have a surface-area of 491,301,043 square feet. If it 
were desirable to hold all the above water, it would require a dam 24 


16 


NAVIGATION OF THE MISSISSIPPI RIVER. 


feet high, but from present information it would not be practicable to 
construct so high a dam. An additional dam at the mouth of White- 
fish Lake might be constructed, 20 feet high, and the other at the out¬ 
let of Cross Lake, 12 feet high. The latter dam would create a reservoir 
of 4,913,000,000 cubic feet capacity, which, during the low-water season 
of the Mississippi Eiver, August, September, and October, would fur¬ 
nish 630 cubic feet per second. 

8. The system of lakes of which Gull Lake is the center (see Detail 
Map No. 2), and which discharge their waters into the Crow Wing 
Eiver, through the Gull Lake Eiver, form an excellent storage for 
water. 

The discharge of Gull Lake Eiver was, on the 10th of November last, 
330 feet per second. The area of the water-shed of the Gull Eiver 
above the outlet of Gall Lake is 7,582,924,800 square feet, and assuming 
that one-third of the annual rain-fall can be collected in the reservoirs 
and discharged therefrom, we would have 5,265,920,000 cubic feet. The 
area of Gull and adjacent lakes that can be used for storage purpose is 
501,841,200 square feet, on which the water can be stored for an average 
depth of 10 feet, and 223,027,200 square feet, on which an average depth 
of 5 feet can be stored, giving a total capacity of 6,133,548,000 cubic 
feet. A dam 12 feet high can be easily constructed to obtain the above 
capacity of reservoir. 

9. Mille Lacs .—This is a large lake, of one hundred and ninety-eight 
square miles in area. (See Detail Map No. 4.) It is the source of Euin 
Eiver, which enters the Mississippi Eiver at Anoka. 

There is a good location for a dam at its outlet. Area of water-shed, 
12,405,888,000 square feet; quantity of water, 8,684,121,600 cubic feet. 
Supposing that this whole amount could be stored, it would only raise 
the lake 1.3 feet. 

The lumbermen have, from time to time, built temporary dams to aid 
them in getting a head of water which, when the dam was broken away, 
would carry their logs down the Eum Eiver to the Mississippi. 

There may be some points on the Prairie Deer Lake and Grow Wing 
Eivers that might be available for storing water. 

To make a recapitulation of the above reservoirs: 


Reservoir. 

Area of wa¬ 
ter-shed. 

Total water. 

Winnibigoshish Lake. 

Sq. miles. 

1, £92 

1, 001 
161 
432 
179 

3, 665 
551 
272 
444 

Cubic feet 

36, 629, 180, 500 
19, 379, 35y, 983 
3, 097, 600, 000 
8, 382, 879, 722 
3, 465, 433, 052 

70, 954, 453, 257 
10 667 353 750 

Leech Lake. 

Mud Lake. 

Vermillion River. 

Pokegama Falls... 

Total above Pokegama. 

Pine River. 

Gull Lake. 

5 265 920 000 

Mille Lacs. 

8’, 684’, 121, 600 


Total. 

4 932 

*V71 fi07 



«7«J, 4 l, OIO, UU 4 


For purposes of navigation between Pokegama Falls and the mouth 
of the Prairie Eiver there is required 2,474 cubic feet per second from 
May 1 to December l,or for 214 days, which will require a reduction of 
the above amount of water by 45,743,270,400 cubic feet, leaving availa¬ 
ble for distribution at times of low water, 49,828,577,907 cubic feet. 

Now there is a good stage of water on the Upper Mississippi Eiver to 



















NAVIGATION OF THE MISSISSIPPI RIVER. 17 

Saint Paul, when the amount of water passing Saint Paul is 12,000 cubic 
feet per second. 

The extreme low-water flow of the Minnesota River is 800 feet per 
second. The low water flow at the Falls of Saint Anthony during 1874, 
exclusive of the low-water flows from the country above described as 
gathering-grounds for reservoirs, was 26 per cent, of the mean flow due 
to the entire rain-fall. As this percentage would not change very much, 
we may compute the low-water flow at Saint Paul to 800 cubic feet + 
(26 per cent, of 27,547 *) +2,500 cubic feet to be uniformly discharged 
over Pokegaraa Falls= 10,462 cubic feet per second. Now this low water 
never obtains before July 1, generally not before August 15; so, suppos¬ 
ing that the low water continues from July 1 to December 1, or 153 
days, it would only require a total of 20,331,129,600 cubic feet additional 
to be discharged from the reservoirs, not one-hal of the above storage. 
The mean annual rain-fall, 25 inches, is, I think, quite small. 

The following are the observed rain-falls at Fort Ripley for the past 
three years: 


1@71... 34.02 inches. 

1872 ..36 09 inches. 

1873 ..40.78 inches. 

1874, United States signal, Saint Paul. 35.00 inches. 


The reservoirs should be, if possible, large enough to hold two sea¬ 
sons’ water, for should there be a succession of high-water years, they 
are likely to be followed by one or more low water years, and then the 
reservoirs will come into play. Further explorations at the headwaters 
of the Prairie, Willow, and Crow Wing Rivers may develop good sites 
for storing water. The Pokegama Falls reservoirs may be supple¬ 
mented by a dam at the outlet of Bass Lake, should a favorable site be 
found, and it is possible that a large reservoir can be created by dam¬ 
ming the outlet of Deer Lake. 

IV.—CHARACTER OF CONSTRUCTION FOR DAMS. 

Except at Pokegama Falls, where a masonry-dam can be constructed, 
the proposed dams will be built of timber and earth. The conditions 
to be observed in their construction are, 1st, that the apertures at low 
water shall be equal to the low-water section of the river, so that the 
reservoirs can be drained as low 7 as possible; 2d, that the dams shall be 
as high as the adjacent banks and dividing ridges between the proposed 
reservoirs and the river below will permit of; 3d, that where dams can¬ 
not be built high enough to retain more than the highest stage of water, 
a sufficient weir be made to make the dam safe ; and, 4th, that the dams 
should be strong enough to resist any presumable pressure, and compact 
enough to prevent any possibility of percolation. 

From the showing of clay in the river-banks, it is hoped that it may 
be found underlying the sites of the proposed dams. It it is, the mode 
of constructing the dams will be to drive two lines of sheet-piling the 
entire length of the dam, reaching down to the clay; after they are 
driven, to dredge out the material between them until the clay is reached, 
and then to fill up with a clay-puddle to the wood-work, and up to the top 
of the earth embankment, when one is used. The lower slopes of the 
embankments to be 1 to I, and the upper, 2 to 1; the wood work to rest 
on a grillage which rests on piles. It will consist of a floor of 12 by 12 
inch timber, resting on the grillage, and extending from above the piers 

* Low-water flow for 25 inches of rain-fall. 

H. Ex. 49-2 








18 


NAVIGATION OF THE MISSISSIPPI RIVER. 


to 20 feet below them. On this floor will be the piers, the intervals be¬ 
tween them forming the sluices through which the water will be dis¬ 
charged. The piers will be built of 12 by 12 inch timber, and will be 6 
by 12 feet at top; the upper slope being 1 to 1, with an angle on the 
upper face to break ice, and the sides and lower ends perpendicular. 
The piers will be filled with stone or earth. They will be placed 10 feet 
apart on the flooring, and well bolted to it. They will be connected with 
a crowning-piece, which will form the weir. Between the piers will be 
gates sliding up and down, which will be operated from a bridge sup¬ 
ported by the piers. 

There has been no time to work out all the details of these dams. 

At Pokegama Falls it is proposed to put in a needle-dam, on the left 
chute, at the head of the falls, and a solid masonry-weir over the other. 
(See Detail Map.) By blasting out the head of the ledge, a greater 
aperture of discharge can be gained. Assistant Skinner reports the 
following estimates of the cost of the proposed dams, supposing them to 
be of timber: 


Winnibigoshisli Lake, 1,000 feet long....... $59,969 80 

Leech Lake, 4,000 feet long. 177,555 64 

Mud Lake, 601® feet long. 31,737 20 

Vermillion River, 850 leet long. 56,245 20 

Pine River, 592 feet long. 32, 386 20 

Gull River, 442 feet long. 25,786 20 

Mille Lacs, 600 feet long. 29,537 20 

Pokegama Falls (masonry and needle-dam). 75, 334 00 


Total. 488,551 40 

I think that this estimate is large, and that further examination of the 
sites of the dams will materially diminish it. Of course, the selection of 
the sites could only be made after the maps were finished, and boriugs 
and minute surveys must still be made. The estimates for these sur¬ 
veys are contained in my letter of January 30; besides which some 
extended observations as to quantities of water falling and discharged 
should be made at and above Pokegama Falls. 

This report is made hastily, the maps and computations having only 
been finished a few days. 1 forward by express, to-day, to your address, 
a package containing six tracings, showing the results of the last sea¬ 
sons work, and one map showing the water sheds of the several afflu¬ 
ents of the Mississippi River above the Falls of Saint Anthony. 

Very respectlully, your obedient servant, 

F. U. FARQUHAR, 

Major of Engineers. 

Brig. Gen. A. A. Humphreys, 

Chief of Engineers , U. S. A. 


CC 2. 

PART OF THIRD SUBDIVISION MISSISSIPPI TRANSPORTATION-ROUTE. 
REPORT OF MAJOR F. U. FARQUHAR, CORPS OF ENGINEERS. 

United States Engineer Office, 

Saint Paul, Minn., February 8, 1875. 
General: I have the honor to make the following report of the 
results of an examination and survey of the Mississippi River, from 













NAVIGATION OF THE MISSISSIPPI RIVER. 


19 


Pokegama Falls to the Falls of Saint Anthony, made with a view to 
determine the cost of improving the same, “so as to give from three to 
tive feet navigation above the Falls of Saint Anthony, at the lowest 
stages of water.’ 7 (See page 243, part 1st, Report 307, Senate Doc., 1st 
session 43d Congress.) 

The three parties making the surveys were under the charge of Assist¬ 
ants J. D. Skinner, A. E. Stevens, and L. Y. Schermerhorn. The first- 
named making the examination between Pokegama Falls aud mouth of 
Mud River; the second, a survey from mouth of Mud River to mouth 
of Sauk River; and the third, from mouth of Sauk River to the Falls 
of Saint Anthony. Want of funds prevented a survey above Mud 
River, but Assistant Skinner made special surveys at every obstruction 
reported by river pilots. At the time (September 22 and 23) I passed 
over this part of the river, it was hard to recognize the so-called rapids, 
as there was a good stage of water over them, and the only steamer 
plying between Mud River and Grand Rapids made her trips without 
trouble until the close of navigation. 

REPORT. 

I.—DESCRIPTION OF RIVER FROM POKEGAMA FALLS TO FALLS OF 

SAINT ANTHONY. 

The Mississippi River, below Pokegama Falls, has very different char¬ 
acteristics from those obtaining above. The banks are higher, marshes 
less frequent, and a true valley exists. The immediate valley is quite 
narrow, and bounded by hills until the flat region in which Sandy Lake 
is situated is reached. The river is confiued within its banks, except at 
extreme high water. The bottom lands between the valley’s sides are 
covered with a dense growth of elm, ash, basswood, birch, and spruce, 
while the high lauds generally bear white and Norway pines. The aver¬ 
age fall of the river, from Pokegama Falls to Mud River, is about six 
inches per mile. The river is very crooked, and, as will be seen by the 
accompanying tracing, there are several places where the folds of the 
river approach very near each other. The most remarkable is where a 
portage of just 30 feet saves nearly three miles of canoe travel by the 
river. At one place, called the Gut-off, the river has but recently broken 
through, and the channel through the neck is quite deep and passable 
for steamboats. The lost channels are called by the river-men and In¬ 
dians “logans” (lagoons). The banks of the river, whenever it impiuges 
against the valley’s sides, are of clay aud gravel overlaid with sand or 
loam. 

The principal tributary streams between Pokegama Falls and Mud 
River are the Prairie. Wild, Swan, Sandy Lake, Rice, aud Mud Rivers, 
from the east, and Split Hand aud Willow Rivers from the west. 

Assistant Skinner reports the following obstructions to navigation 
between the foot of Pokegama Falls and mouth of Mud River, viz: 

1. Grand Rapids, three and one-half miles below Pokegama Falls; 
here the river falls over a bowlder slope 5 feet in 1,750 feet; there is no 
rock in place. (See Detail Map No. 21 u.) 

2. Pine Rapids , section 12, township 51, range 24 (see Detail Map. No. 
21 m), gravel and bowlder bar ; fyll, 0.45 in 600 feet. 

3. Crooked Rapids, section 22, township 51, range 24 (see Detail Map 
No. 21 m), gravel and bowlder bar; fall, 0 43 in 500 feet. 

4. Ox Portage Rapids , section 2, township 50, range 24 (see Detail 
Map No. 21 m), a succession of gravel and bowlder reefs; fall, 0.6 in 
290 feet. 


20 


NAVIGATION OF THE MISSISSIPPI RIVER. 


5. Sandy Lake Rapids , section 24, township 50, range 24 (see Detail 
Map No. 21 0, bowlder reef; fall, 0.6 in 900 feet. 

6. Moose Rapids , section 23, township 49, rauge 25 (see Detail Map 
No. 31 l), two bowlder reefs, 600 feet apart, extending from opposite 
banks of river; fall, 0.6 in 1,000 feet. 

7. Island Rapids , section 15, township 48, range 26 (see Detail Map 
No. 21 Z), wide, shallow river flowing over bottom covered with bowl¬ 
ders; very slight fall, only 0.44 feet in 1,586 feet. 

8. Large bowlders in bed of river at places marked A, B, C, D on 
General Map No. 21, amounting to about 14 cubic yards in all. 

9. As the river will very likely soon cut through at the poiut marked 
E on Tracing No. 21, Assistant Skinner recommends that a channel be 
dredged through it at once, to prevent the obstruction to navigation 
that will exist until the river-channel is entirely made through the neck. 

10. Snags. —There are thirty-two snags to be removed between Grand 
Rapids and Mud Lake, and many overhanging trees. 

From Rice River to sixteen miles below mouth of Mud River, the 
Mississippi is a sluggish and tortuous stream, flowing through low, 
marshy ground. The river has a good channel of more than 10 feet 
deep. The immediate bauks are about 12 feet high, on which there is 
a thick growth of soft-wood* trees, while the adjacent country, back 
from the river, is filled with small lakes, tamarack-swamps, and quak¬ 
ing bogs. 

The river is about 200 feet wide, with water slightly colored, and 
with a bottom of mud or sand. The fall of the river from Rice River to 
Pine Kuoll is at the rate of 0.24 foot per mile. At Pine Knoll, sixteen 
miles below Mud River, the character of the river and country adjacent 
changes. The river becomes more rapid and wider. The sandy bluffs 
here appear from 20 to 60 feet in height, covered with a growth of small 
pines and bushes, the more valuable piue having been entirely cut off. 
A large portion of this country has been scourged with the annual fires. 
On the bluffs are seen a few granite bowlders. 

From PineKuoll* toTowhead Rapids,t the slope of the river for nine 
and one-half miles is J foot per mile. At Towhead Rapids the fall is, 
in 650 feet, 0.38 foot. From the foot of Towhead Rapids, for eleven miles, 
the slope is 0.86 foot per mile. Here the Pine River comes in from the 
north. The general course of the Mississippi has been from Mud River 
to this poiut almost due west. It now takes a sharp turn to south by 
east. The Pine River is a rapid stream, which discharged, at the low 
water of 1874, 782 cubic feet per second. It has a water shed of seven 
hundred and eighty-eight square miles in area. 

From the mouth of Pine River, for nine miles, to the head of Big Eddy 
Rapids, the average slope is 0.80 foot per mile. The adjacent country 
is much more broken, especially on the right bank. There are many 
springs issuing from the foot of the banks, which are strongly impreg¬ 
nated with iron. Big Eddy Rapids J occur in a straight part of the river. 
The right bank is 30 feet high, and the left bank 12 feet high ; the river 
is narrow and deep; the slope is only 5.15 per mile for half a mile. Ex¬ 
cept for a few bowlders, there is a good channel over these rapids of at 
least 6 feet of water. At the foot of the rapids is the Big Eddy 4 The 
river here widens to 730 feet, and the water is very shallow. One and 
a half miles below Big Eddy are Island Rapids f On these rapids the 
channel is only 3 feet deep for a distance of 3,000 feet. The slope, for 
the first 800 feet, is 4.62 per mile. At the foot of these rapids the Rab¬ 
bit River comes in from the east. 

* See Tracing No. 20. t See Tracing No. 19. $ See Tracing No. 18. 



NAVIGATION OF THE MISSISSIPPI RIVER. 


21 


Six hundred and twenty-two miles below Island Rapids are French 
Rapids;* here the river is straight and narrow, flowing between high 
bluffs. The channel across them is from 6 to 10 feet deep. The slope 
for 1,000 feet is 7.4 feet per mile, and for 3,100 feet 5J feet per mile. 
Below the rapids is shallow water. Three-fourths of a mile below French 
Rapids is French Bar,* where, for 500 feet, the slope is 10 feet per mile, 
and the river broad and shallow. Three and one-third miles below French 
Bar is Brainerd,t at which place the Northern Pacific Railroad crosses 
the river. The distance from Mud River to Brainerd by railroad is 
twenty-seven miles; by river, fifty-five and one-fourth. The elevation 
of the low water of 1874 at Brainerd was 1,169.60 feet above the sea. 
From above Brainerd to Crow Wingf the river is navigable at low- 
water, there being plenty of depth in the channel, and the slope being 
only 0.87 foot per mile. The river flows through high banks of sand 
covered with Norway, white, and jack pines ; the country becomes more 
open as we leave Brainerd, some prairie apprbaching the river. Six¬ 
teen and a half miles below Brainerd the Crow Wing River enters from 
the west. It is the largest affluent of the Mississippi above the Falls of 
Saint Anthony; it drains a country of 3,562 square miles in exteut. At 
the time of low water of 1874, its discharge per second was 2,699 cubic 
feet. 

Just above the island, dividing it at its mouth, it was 250 feet wide. 
Its waters are very clear, and make a strong contrast with those of the 
Mississippi, and they do not fairly mingle for a distance of about four 
miles below their junction. The low-water discharge of 1874, of the 
Mississippi, three and three-fourths miles below the Crow Wing, was 
7,099 cubic feet per second. From Crow Wing to Fort Ripley,§ nine 
miles, the river has a slope of 0.8 foot per mile. Fort Ripley is on a 
bluff 20 feet high on the right bank of the river, nearly opposite the 
Nokaysippi. 

From Fort Ripley to Fort Anthony there is a notable difference in the 
amount of timber and height of bluffs on the two banks of the river, 
the west bunk being the lowest, with the most timber, until we reach 
Sauk Rapids, while below Sauk Rapids the west bank is the highest as 
well as the most timbered. From Fort Ripley to Saint Cloud the river 
is a series of rapids, the intervening pools having also steep slopes. 
Two and a half miles below the fort is Olmsted’s Bar. (See Tracing No. 
14.) Here is seen rock in place for the first time below Pokegama Falls. 
The river is broad aud shallow, with a slope of 4J feet per mile. The 
rock is a trap-dike, and extends 300 feet from the west bank into the 
stream. From the head of Olmsted’s Bar, for four miles, the average 
slope is 4.14 feet per mile. In this distance there are fifteen islands, all 
heavily timbered, which are overflowed at high-water. Of the 4 miles 
there are one and one-fourth miles with less than three feet of water in the 
channel. Below the bar the water continues rapid, the average fall being 
2.48 feet per mile. Nine miles below Fort Ripley (seeTracing No. 13 ft) are 
Conradi’s Shoals. Just above them, for a distance of two miles, the 
slope of the river is only 0.93 foot per mile. The bar is formed by the 
river widening out over a coarse gravel-bank, the depth of water in the 
channel being only two feet. The fall of the river in 1,500 feet is 4.74 feet, 
or 16.68 feet per mile. From this bar to Little Elk Rapids is 2.1 miles. 
(See Map No. 13 ft.) Here the bed of the stream is rock in place. The 
river now fairly enters its passage across the outcrop of the great dike 
of crystalline rocks, its exit from which is just below Saint Cloud. By 

* See Tracing No. 17. t See Tracing No. 16. t See Tracing No. 15. § See Tracing No. 14- 



22 


NAVIGATION OF THE MISSISSIPPI RIVER 


river this distance is sixty-one and one-fourth miles. Generally speak¬ 
ing, the rock does not show much above the water on either bank, being 
for the most part covered with drift. 

Prof. David Dale Owen, on pages .165 and 167 of his report to the 
Commissioner of the General Laud-Office of the results of his geological 
survey of Wisconsin, Iowa, and Minnesota, 1851, gives the following 
very interesting account of all the rocks crossed by the river between 
Saint Cloud and Fort Ripley : 

The rocks of this locality are of a character such as have yielded valuable ores in 
some regious of the Old World ; but their elevation is but little above high water, and, 
except over limited tracts, they are entirely hidden from view by deep deposits of 
drift. 

Seven to eight miles above Sauk Rapids, a short distance below Little Rock, is a 
higher exposure of crystalline rocks. A ridge of hornblende and syenitic greenstone, 
with veins of granite, bearing north 70° to 80^ east, rises on the east side of the Mis¬ 
sissippi to the height of 30 to 40 feet; and a short distance farther back even to the 
height of 60 to 70 feet. 

About a mile and a half above Little Rock, a tough, close-grained hornblende rock 
appears on both sides of the Mississippi in situ , elevated from 2 to 4 feet above the 
water-level, and overlaid by sand and gravel; similar rocks appear at intervals between 
Little Rock and Knife Rapids (now called Pike Rapids). From the occurrence of 
superficial crusts, in pools of water collected in the hollows of these rocks, it is evident 
that oxide of iron enters largely into their composition, and exists iu a state easily 
acted upon by the water. 

Five or six miles above the mouth of Swan River, on the Mississippi, is an interest¬ 
ing exposure of gray-colored mica-slate, charged with large crystals of staurotide. 
The surfaces of the crystals are, however, rather rough, which impairs their beauty as 
cabinet specimens. This rock is exposed at intervals for three or four miles. 

The mica-slate is succeeded still higher up on the Mississippi by magnesian slates 
associated with a tough, close-grained, hornblendic rock. The best exposure of these 
is on the rapids four miles above the mouth of Elk River of Nicollet, where they have 
a bearing of north 20° east, and in either nearly vertical or with a dip of 75° to 80° to 
the southwest. The slate has quartz-veins running through it. There is, however, 
but little opportunity to investigate its mineral character, tor the banks of the river 
are quite low, only 12 to 15 feet above the water at the highest points, and 8 to 10 of 
this is soil and drifted materials. 

This is the last locality where I observed any rock in place on the 
Upper Mississippi. 

The fall at Elk Rapids is 7.2 feet in 5,100 feet. The steepest slope is 
15^ feet per mile for a distance of 500 feet. From the foot of Elk 
Rapids to Little Falls, the slope for 1.8 miles is 3.17 feet per mile. This 
part of the river is filled with bowlders. 

At Little Falls (see Tracing No. 13ft) the stream is divided by Mill 
Island, and there is a fall of 5.03 feet in 1,800 feet; but there is one 
part in which the fall is 0.67 foot iu 100 feet, and another in which the 
fall is 1.59 feet iu 30 feet. The river runs over slate-rock, having a dip 
of 80° to the north, and a direction of north 80° east. On the right 
bank the rock rises above the water for half a mile, and is from 2 to 20 
feet high. On Mill Island it is 15 feet above the water, aud on the left 
bank it shows for 1,000 feet, but is only seen for 300 feet from the river. 

From Little Falls to Pike Rapids, 4.7 miles, the river has an average 
slope of 3.40 feet per mile, the first three miles having a slope of 4.20 
per mile. 

At Pike Rapids (see Tracing No. 12;) the river flows over a bed of 
gray-colored mica-slate, which does not rise above the water on either 
bank. Here commences a series of rapid and rocky places extending 
for 6.7 miles, the average slope being 5.43 feet per mile, the maximum 
being 25.37 feet per mile for a distance of 350 feet at Pike Rapids. 

Two miles below Pike Rapids is Cash’s Bar* (see Tracing 12;), where 
the river is only 2 feet deep, and flows over bowlders. Three thousand 
three hundred feet below Cash’s Bar are Cash’s Rips, where the river 


NAVIGATION OF THE MISSISSIPPI RIVER. 


23 


flows over rock in place with a slope of 7J feet per mile. Then there is 
a slope of 4.01 feet per mile to McDougall’s Rips. (See Tracings Nos. 
11 and 12 i.) One-fourth of a mile farther down stream are McDougalPs 
Rips, where the river flows over rock in place with a slope of 17.42 feet 
per mile for 850. 

The rock shows in both banks and rises above the water in the mid¬ 
dle of the stream, forming a small island. (See Tracings Nos. 11 and 12 i.) 

Between McDougalPs and Blanchard’s Rips, a distance of 0.9 mile, 
the slope is 5.7 feet per mile, with a maximum of 12.1G feet per mile for 
350 feet. 

At Blanchard’s Rips, the river falls over a rocky bed 1.80 feet in 1,356 
feet. (See Tracings Nos. 11 and 12 i.) 

Between Blanchard’s Rips and McDougall’s Eddy, a distance of 1.7 
miles, the slope is 3.97 feet per mile, with a good channel, except in one 
place. Below McDougall’s Eddy there is good water for 20.8 miles, 
with an average slope of 1£ feet per mile. In this distance the affluents 
of any importance are the Two Rivers and the Platte Rivers, both com¬ 
ing in from the east. The latter drains a water shed of one hundred 
and ten square miles; it extends into the pine regions, and is much used 
by lumbermen. One and eight-tenths miles above the Little Rock 
Creek, rock in places appears. It is a tough, close-grained hornblende. 
Half a mile below the same creek, on the left bank, is a ridge of syeu- 
itic greenstone, rising 30 feet above the river. 

The country on the left bank, between Little Rock and Watab, is very 
rough, being broken up by irregular mounds of greenstone with granite 
veins. 

Watab Rapids (see Tracing No. 9) are formed by the river falling over 
a rocky bed two feet in 800 feet. 

From the foot of the rapids to Sauk Rapids, a distance of four miles, 
the average slope is 2.51 feet per mile, with a maximum of 5.81 feet per 
mile for a distance of 1,525 feet. 

The low-water discharge (1874) at just above the mouth of Sauk River 
was 9,202 cubic feet per second. 

At Sauk Rapids (see Tracings Nos. 8 and 8/t) the river, passing over 
a rocky bed, falls 17 feet in 4,000 feet. There is no well-defined channel 
for this distance. For nearly three miles the river banks are, on both 
sides, 60 feet high, but grow lower just below Saint Cloud. 

Assistant Schermerhorn makes the following report on the physical 
characteristics of the Mississippi between Sauk Rapids aud the Falls of 
Saint Anthony : (See Tracings Nos. 1 to 8.) 

The river-bed rests in an eroded valley, seldom exceeding one mile in breadth, and 
frequently reduced to a little more than the width of the river. 

A cross-section of the valley generally shows a terraced bench from twenty to thirty 
feet above the river, intermediate in elevation between the river-banks and the table¬ 
lands. The river-bed inclines to the right of the valley center-line, making the west¬ 
ern slope more precipitous than the eastern. 

Bottom-lands are almost entirely wanting. Rock in place is found at Sauk Rapids, 
and forms the btd of the river for a distance of two thousand feet; disappearing from 
the surface it again rises over very limited areas—at the head of the so-called Thousand 
Islands. 

The formation is syenitic granite of gray and gray pink color. It is of even texture, 
and is used in the construction of the custom-house aud post-office at Saint Paul. 

Rock in place is next seen at a point three miles above the Falls of Saint Authony, 
where it occurs as Saint Peter sandstone. Disappearing, it again crops out at the head 
of Nicollet Island with Trenton limestone superimposed. In this position it forms the 
bed and banks of the river at the Falls of Saint Anthouy. 

The river-banks are strongly defined, retaining floods entirely within their lines. 

At a few points the river flows at the foot of loose saud and gravel slopes which rise 
from the water-surface to the table-lands. At such points the river slowly but contin¬ 
ually encroaches upon the shore-line, producing an increasing width aad decreasing 


24 


NAVIGATION OF THE MISSISSIPPI RIVER. 


depth of river section. With these exceptions the banks are exceedingly stable, and 
carry an unchanging shore-line. 

Islands are of frequent occurrence. In the upper part of the river they are found in 
groups of from three to five, but in the lower they are generally single and of increased 
area. They have originated from sand-bars and segregation from main-land. The 
former are seen in all stages of growth, but no indications were found of the latter in 
process of formation. Further confirmation of the not recent origin of islands from 
the main-lands is found in the difference of tree-growth, the islands being covered with 
elm, linden, and maple, the main-land with oak. 

Cut-offs, except in a single case, were not found : hence the disturbance of the shore¬ 
line by the formation of chutes or cut-offs is not to be apprehended. The islands at 
times of freshets are submerged, but the dense trees and undergrowth protect them 
from erosion. 

The river-bed, except in the vicinity of islands, is composed of very coarse drift 
varying in size from pebbles of a few inches to bowlders of several feet in diameter. 
Among islands the bed is generally sandy, or of less stable material than the undivided 
river. At rapids the bed is thickly covered with large bowlders. At several points the 
banks bordering rapids, although having ample slope and elevation to insure quick 
and efficient diainage, are yet impassable from ooze, indicating au impervious stratum 
near the surface. The presence of ferruginous stains along the banks, and the absence 
of rock in place, suggests a cemented agglomerate as forming the true bed at these 
points, and upon which the erosive action of the water has been less effective than 
upon the more yielding material below. 

The diminished effect of this action over the harder areas would in time leave the 
river-bed elevated as it now is and producing the present rapids. As a whole, the 
river-bed possesses the requisites for great stability. 

The low-water stage occurs near the last of October and is repeated with great reg¬ 
ularity. The low-water stage referred to in this report is above the extreme low-water 
stage, but may be safely assumed to be below the average low-water stage of preceding 
years. 

Average high water occnrs between the months of June and August, during which 
the river rises from 5 to 7 feet above the low-water stage. 

On July 16, 1864, the river rose to an elevation of 14£ feet above low stage; this was 
an exceptional freshet, and is referred to as the highest known water. The breaking 
up of the ice in the spring is not accompanied with unusually high water, and generally 
occurs between the first and middle of April. The river closes between the first and 
last of December, giving a navigable season of about two hundred and forty days. 

The exemption of the river from cut-offs, the absence of low bottom-lands, the strong 
confinement within its natural banks, the stable character of the material forming its 
bed, and the absence of silt, seem to furnish the requisites for a condition of great, sta¬ 
bility as regards its width, position of shore-line, and channel, enabling constructions 
and work to be planned with a degree of confidence not otherwise posable. 

The following are the obstructions to navigation between Sauk Rapids 
and the Falls of Saint Anthony. At the Thousand Islands (see Tracing 
No. 8) the river is divided into several channels. The right-hand one 
has been chosen as the one to be improved, and the wing dams shown 
ou the tracing were built in 1874. The only further improvement here 
is to close the left channel at the head of the islands. Just below the 
Thousand Islands are the Mosquito Rapids, where the slope is excessive, 
and the depth of water insufficient. (See Tracing No. 8.) 

The bed of the river is covered with bowlders. Twenty-two and one- 
half miles below Mosquito Rapids are Smiler’s Rapids. (See Tracing 
No. 6/.) The river falls here 2.1 feet in 1,160 feet, producing a very rapid 
current and shoal water. There is a rock in the channel just above these 
rapids, known as Smiler’s Rock, which is very troublesome to river men. 

Six miles below Smiler’s Rapids are Cedar Island Rapids (see Tracing 
No. 5e), where the river widens out and becomes shallow. The river 
has a slope of 4.26 feet per mile, but this can be reduced, and the depth 
of water increased, by closing up the wide channel and using the right 
channel, thus gaining a distance of 2,000 feet. 

Six miles below Cedar Island Rapids are Battle Rapids. (See Tracing 
No. 5 d.) Here the river runs over a bowlder-reef, and falls 2.3 feet in 
1,800 feet. Except Coon Rapids, this is the most dreaded of all obstruc¬ 
tions to navigation between Saint Cloud and the Falls of Saint Authon v. 


NAVIGATION OF THE MISSISSIPPI RIVER. 


25 


Houghton Flats (see Tracings Nos. 4 and 5c), two miles below Battle 
It a puls, is a shallow reach of the river, caused by its spreading out, and 
its slope of 5.11 feet per mile far one and one-third miles. Spring Rapids, 
one and three-tenths miles farther down, are caused by the river running 
over a bowlder-reef, and falling 1J feet in 800 feet. The deep pool above 
will admit of the dredging of the crest of the bowlder-reef, and the con¬ 
sequent reduction of the slope. 

Dayton Rapids (see Tracing No. 3), twelve miles below Spring Rapids, 
are caused by a bowlder-bar, the removal of a part of which would do 
away with all trouble to navigation. 

Anoka Rapids (see Tracing No. 2) are the next obstruction. They 
occur ten miles below Dayton Rapids, and are caused by bowlders iu 
the channel, which can be removed by dredging. 

Coon Rapids (see Tracing No. 2b) are two and one-half miles below 
Anoka Rapids, and are the worst obstruction to navigation between the 
Falls of Saint Anthony and Sauk Rapids. The bed of the river is thickly 
covered with bowlders, the worst of which were removed in 1874, and 
the river falls 6.9 feet in 3,600 feet. The river widens from 675 feet 
above the rapids to 900 feet below. A long, deep pool above these 
rapids admits of dredging through the crest of them to reduce the 
excessive slope. 

Fjidley’s Bar (see Tracing No. la), five miles above the Falls of Saint 
Anthony, is caused by the excessive widening of the river. The above 
are the principal natural obstructions to navigation on this part of the 
river. There are, however, many slight obstructions, which are shown 
on the tracings and which must be removed. They generally consist of 
sand-bars in wide portions of the river, and a judicious use of wing-dams 
it is thought will serve to correct the trouble. In many places the river 
is eroding the high banks of sand and gravel and carrying the materials 
into the river to form bars. In all such cases the banks must be pro¬ 
tected. 

The artificial obstructions consist of bridges, boom-piers, and running 
logs. The following are the bridges: 

Hennepin avenue, Minneapolis, lower chord 22 feet above low water. 

Saint Paul and Pacific Railroad, 23 feet above low water. 

Fourth avenue, 15.5 feet above low water. 

Saint Paul and Pacific Railroad, Saint Cloud, 35 feet above low water. 

Road bridge, 40 feet above low water. 

The Minneapolis Boom Company have, in order to carry on their busi¬ 
ness of receiving, sorting, and storing logs, constructed many boom- 
piers just above the railroad bridge at Minneapolis, and use the large 
area of the river afforded for some miles above as booming-grounds. 
At times they occupy the whole water-way for more than a mile above 
said bridge. By an inspection of the accompanying tracing it will be 
readily seen what an obstruction these boom-piers are to navigation, 
not only just above Minneapolis, but at Anoka, Elk River, Monticello, 
Clearwater, and Saint Cloud. Where islands are in the river, one of 
the channels is used as booming-grounds, boom piers being built at the 
lower ends of the islands. 

In improving the river it may be necessary to close or to use these 
side-chutes, and thus the value of the booming-grounds will be destroyed, 
and the rights, real or assumed, of the parties using the booms be inter¬ 
fered with. 

The danger to steamboats by reason of the running of saw-logs down 
the Mississippi, with no other guidance than the current of the river, is 
very great. The magnitude of this obstruction may be appreciated 
when it is considered that 225,000,000 feet, board-measure, of logs were 


26 


NAVIGATION OF THE MISSISSIPPI RIVER, 


so floated down to Minneapolis daring 1874, besides a large unknown 
quantity floated to mills at Anoka, and above. 

If the government is to improve this great water-way, it must cer¬ 
tainly prevent these moving obstructions, that no skill of the pilot can 
avoid. 

II.—IMPROVEMENTS NECESSARY TO OVERCOME THE ABOVE-DESCRIBED 

OBSTRUCTIONS. 

The following is the list of improvements, together with quantities of 
wing-dams and dredging necessary for a channel 200 teet wide and 5 
and 3 feet deep, with no slope greater than 5 feet per mile: 


Between the Falls of Saint Anthony and Saint Cloud. 


Distance from 
Saint Anthony. 

Character and location of obstruction. 

For five feet 
depth. 

For three feet 
depth. 

Dams. 

Dredging 

Dams. 

Dredging. 

Miles. 

76.5 

75.5 

75.7 

74.4 

71.5 

71.2 

70.8 

70.5 
70.0 

69.8 
68.0 
66. 6 

58.8 
53.0 

52.7 

51.5 

49.5 

47.4 
46.0 

45.5 

44.4 

43.4 

42.4 

41.4 

40.3 
39.0 

38.4 
37. 7 

36.6 

35.6 

34.8 

33.3 

32.5 
31.0 

29.5 

27.8 

26.7 

25.8 
25.0 

24.3 

20.6 
20.0 
17.0 
16.0 
13.0 
12.2 

9.5 

4.8 


Lin. ft. 

Oubic yds. 
25, 000 

Lin. ft. 

Cubic yds. 


110 
115 
460 
250 
160 
280 
100 
200 
200 
120 
1, 066 
600 

dn . 






300 



10, 000 

10, oco 



do -- ... 




do ...... 




SRnd-brvrs .x- - - _-_----------. 




tin . 




Gravel-bur - -_____----- 




Sand-bar (island) _.......... 


. 

. 

SsQ.nrl / Hi <r Rcmll _ _ ____ 

Rapids (Smiler’s) .. _............. 

50, 000 


40, 000 

SsfmH.hftT 1 /i«;landl _ _-_- 

470 


Gravel-bar - . . _ _..._....... 

2, 000 



do . ................ 

260 
800 
380 
615 
175 
220 
150 
81 
380 
930 
250 
100 
450 
570 
400 
400 
50 i 
300 
100 

'"*400 

. 

Gravel-bar (CedarRapida) _-_----- 

10, 000 

Sand-bar (island) _ .. _____ 


frra.vpl-bar ..._.....___ 




Sand-bar (Monticello Creek) ....... 




Sand-bar (inland) ___.... 




Bowlder-bar . ... .... 




Rapids (Battle). 

Bowlder-bar .. .... 

35, 000 

81 

151 

700 

30, 000 

Sand bar (Hmio-ht,on Flats) __ ____ 



Gravel-bar. 



Rapids (Spring) .... 

15, 000 

100 

10, 000 

Sand-bar (island).... 

Bowlder-bar ... 




Sand-bar (island) _____ 

. 

. 

. 

. do. 

.. do... 


500 


Sand-bar ___________ 



Gravel bar ................... 




Bn wider, bar _ _........ ___.... 

5, 000 



Bowlder and sand (island)... 

875 



Rapidg (DpytnTi) _ r _,_ 

3, 000 


3, 000 

Sa.nd-b.u- (island) ____ 

510 

550 

170 

180 

510 

460 


Gravel and sand ... 


275 


Sand-bar..... 



_do... 




Rapids and bar (Anoka)... 

2, 000 


1, 000 

frra,vel-ha,r '. . ... . . .. 


Rapids (Coon)..... 

50, 000 


40, 000 

Gravel-bar (island).... 

1,000 

HO 

850 


Gravel -bn r......... 




Ran (Fridlfly’s)____ 


850 


Total. 



16, 467 

207, 000 

3, 356 

134 000 



2. To overcome the obstructions to navigation between the foot of 
Sauk Rapids to the head of Oonradi’s Shoals, recourse will have to be 
made to locks and darns and to some little dredging. Only approximate 













































































































































NAVIGATION OF THE MISSISSIPPI RIVER. 


27 


estimates are presented for this work, as exact surveys will have to be 
made of the sites for the proposed dams. For these surveys an estimate 
was forwarded in my letter of January 30, 1875. 

By examining' Tracing No. 8#, it will be seen that the plan proposed 
to pass boats over Sauk Rapids is to build a masonry-dam over that part 
of the river not already dammed at Sauk Rapids, and to make a canal 
in the upper level along the west bank down as far as the old steamboat¬ 
landing at Saint Cloud. At the lower end of the canal a lock with a 
chamber 50 / x200 / and 17 feet lift is to be constructed; the canal to 
have a least width of 100 feet at the water-line, and a least depth of 5 
feet, and to be 5,000 feet long, the entrauce to the canal to be protected 
by guard-gates. 

This improvement will cost as follows: 

If the lock-chamber sides are of hammered masonry, backed with rubble- 


masonry, iron gates, and crib dam. $647,000 

Ditto. Concrete in place of rubble-masonry. 520,000 

Ditto. Concrete sidewalks protected with wooden fenders, except in hollow 
quoins and gate-recesses, where dressed stone will be used. 464, 000 


Betweeu the head of Sauk Rapids and McDougalPs Eddy there are 
some rock and bowlders to be removed and some wing-dams built, viz: 


Distance from Saint 
Anthony. 

Location. 

Wing-dams. 

30 

tH 

© 

-a 

% 

o 

pa 

For five feet 
depth. 

For three feet 
depth. 

Miles. 

83 

102 

\ 

Watab to Island 100, 31 bowlders. 

Cub. yds. 

Cub yds. 

Cub. yds. 
414. 4 

Left bank to Island 100. 

600 
1, 050 
345 
840 
525 
625 
360 
460 
320 
500 
360 
600 
100 
810 


One-half mile above Island 100. 



Watab Rapids. 



At Watab....... 



Itight bank to Island 93... 



One-fourth mile above Pike "River. ..... 



Left bank to Island 89. 



Island 88 to 89 _________ 



Left bank to Island 83... 



Left bank to Island 79..... 



Ona-ha,If mile below McDongall’s Rddy... 



Prom upper end of Island 78 . _ _____ 



Right bank to Island 78 .... 



One-fourth mile below "VleDoiigalPs "Biddy. _ __ 



Total __________ 



7, 495 


414.4 




Between McDougalPs Eddy and the top of Conradi’s Shoals three 
locks and dams will be necessary : One located at Blanchard’s Rips, 
(see Tracings Nos. 12 and 11 and 12#), with a lilt of 10 feet; one at 
Cash’s Islaud (see Tracings Nos. 12 and l2i), with a lift of 13 feet; and 
the third at Little Falls (see Tracings Nos. 13 and I3j), with a lift of 22 
feet. These locks will have chambers of 50'x200'. The dams will be 
of timber. 

The approximate estimates for these, supposing them to have timber 
bottoms and side and lift walls of concrete, will be as follows: 


Blanchard’s Rips. $332,352 

Cash’s Island . j . 446,430 

Little Falls. 695,127 


The estimates are only approximate, as detailed surveys of their sites 
will have to be made before the exact quantities of excavation and em¬ 
bankment can be obtained. 




















































28 


NAVIGATION OF THE MISSISSIPPI RIVER, 


This survey will also determine the exact lines on which the dams are 
built. 

Besides the locks and dams in the above interval, the following im¬ 
provements will be necessary: 


’ 

Distance from Saint 
Anthony. 

Location. 

Wing-dams. 

m 

o> 

r— < 

P 

o 

PQ 

For five feet 

depth. 

For three feet 

depth. 

Miles. 


Cub. yds. 

Cub. yds. 

Cub. yds. 


Left, bank tn Island 77 _ _____... 

950 




From right, hank opposite. Island 63 ..... 


860 



I.eft hank to Island 62_____... 

1, 740 




Right hamk to Tsdand fil........... 

' 450 




Left hank to Island fit) ...... 

480 




At, month of Pike Creek.____ __..... 

380 




From Island 59.... 

375 




Left bank to Island 59. 

300 




Three-quarters of a mile below Little Falls. 



11. 6 

114.15 

One-quarter of a mile below Little Falls. 

325 




Total. 

5, 000 

860 

11.6 


3. From above Conradi’s Shoals to the foot of Grand Rapids (see 
Maps Nos. 9 to 21) the improvements will consist of dredging and wing- 
dams or jetties. 

The following is a list of obstructions in this section of the river, to¬ 
gether with the quantities and kinds of materials to be removed and 
placed at each obstruction : 


Distance from Saint 
Anthony. 

Location. 

Wing 

<v 

«£ . 

©£ 

> Oi 

tfl © 

'O 

u 

o 

£ 

For three feet § 

depth. 

Bowlders. 

Miles. 


Cub. yds. 

Cub. yds. 

Cub. yds. 


One-half a mile below Island 42. 

450 




From Island 42. 

300 




Left bank to Island 41. 

650 




Island 42 to 41 . 

525 




One-half a mile below Big Bend. 

1, 100 




Three-quarters of a mile below Olmsted Bar. 

370 


129.1 

Olmsted Bar. 


2.6 


.do. 


5,195 


.do . 

4 615 



One-half a mile above Nokay-sippi. 

495 




64.7 miles from Aitken.~. . V.. 



11.8 


5tf.9 miles (3 6 below -) . 

900 



53.2 miles from Aitken . 

400 



154.7 

French’s Bar . 


1,490 



Foot French Rapids. 

645 



Island No. 7 to left bank. 

630 



163. 2 

Island Rapids. 

2, 225 



164.7 

Foot Big Eddy Rapids. 

’ 330 




37.3 miles from Aitken. 

300 




37.2 miles from Aitken. 

150 




36.4 miles from Aitken. 

225 




One-half a mile below Pine River. 



6.1 

172.3 

At mouth Pine River . 

500 



Three-quarters of a mile below Pine River. 

175 



181.3 

Tow-head Rapids. 

275 




Total to Mud River. 

14, 870 

7, 055 

20.5 







































































































NAVIGATION OF THE MISSISSIPPI RIVER. 


29 


List of obstructions, 4"C.,from Mud Rwer to foot of Grand Rapids. 


Bowlders. 


To be 
blasted. 


Cub. yds. 
10 

3 

15 

4 

20 

3 

4 
25 
30 
25 


139 


Graud Rapids is three hundred and fifty-seven miles above the Falls 
of Saint Anthony. To extend navigation from the foot of Grand Rap¬ 
ids to the foot of Pokegama Falls, three and a half miles, a lock will 
be required. 

The total fall from the top of Pokegama Falls to the foot of Grand 
Rapids is 21 f feet. 

It is proposed to build a dam on Pokegama Falls to raise the water 
there 7 feet, so that to pass from the foot of Grand Rapids to above the 
falls will require a lockage of 28| feet, 9 feet of which would be made 
at Grand Rapids and 19f at Pokegama Falls. No estimates are sub¬ 
mitted with this report, as there are not sufficient data for the purpose. 

Above Pokegama Falls the navigation is unobstructed to Cass Lake, 
save a few bowlders below the outlet of Little Winnibigoshish Lake. 
Above Cass Lake the river is a series of rapids, with lakes between 
them, and any improvements will consist of locks and dams. 

RtiSUMtf OF PROBABLE COST OF IMPROVING THE MISSISSIPPI RIVER 
FROM THE FALLS OF SAINT ANTHONY TO GRAND RAPIDS, 357 MILES, SO 
“AS TO GIVE 5 FEET NAVIGATION Ai 1 LOWEST STAGES OF WATER.” 

1. From Falls of Saint*Anthony to Saint Cloud: 


32,934 cubic yards brush wing-dams, at $1.25. $41,167 50 

207,000 cubic yards dredging, at 50 cents. 103,500 00 

Total..... $144,667 50 


2. From Saint Cloud to ConradVs Shoals : 

Lock and darn at Sank Rapids .. 

Lock and dam at Blauchard’s Rips. 

Lock and dam at Cash’s Island. 

Lock and dam at Little Falls. 

12,495 cubic yards brush wing-dams, at $1.25 .. 
425.6 cubic yards bowlders, at $10. 


Total. 

3. From ConradVs Shoals to Grand Rapids: 

17,397 cubic yards brush wing-dams, at $1.25. $22, 421 25 

13,428 cubic ya ds dredging, sand and clay, at 50 cents.... 6,714 00 


$464,000 00 
332,352 00 
446,430 00 
695,127 00 
15,618 75 
4,256 00 


1,957,783 75 


a 

*5 

w . 


5 feet depth. 

3 feet depth. 

c >• 
o S 

t 3 

Location. 

Wing- 

dams. 

Dredging. 

Wing- 

dams. 

Dredging. 

C3 

00 

S 


Sand and 
clay. 

Bowlders. 

Sand and 
clay. 

Bowlders. 

Miles. 

236.7 

Island Rapids. 

Cub. yds. 
225 

Cub. yds. 
9,215 

Cub. yds. 
9,215 

Cub. yds. 
225 

Cub. yds. 

Cub. yds. 

D (Tracing No. —)_ 



238 

Moose Rapids.. 



3,703 



1,234 

C (Tracing No. —)_ 





*53 

Sandy Lake. 



4, 444 




B (Tracing No.—) ... 







A (T l acing No.—)_ 







267.5 

Ox Portage Rapids.. - 
Crooked Rapids. 

150 

4,213 

4, 213 




273 

2, 962 




284 

Pine Rapids. 



6, 666 




292 

Cut-offs to be excavated 

2, 692 




• 







Total. 

3, 067 

13, 428 

31,303 

225 


1,234 























































30 NAVIGATION OF THE MISSISSIPPI RIVER. 


31,203 cubic yards dredging, small bowlders and gravel, at 


75 cents. 23,402 25 

159 cubic yards bowlders to be blasted out, at $10. 1,590 00 

Total.... 54, 127 50 

Total cost for a channel 5 feet deep. 2,156,578 75 


FOR A CHANNEL 3 FEET IN DEPTH. 


1. From Saint Anthony to Saint Cloud: 

6 712 cubic yards brush wing-dams, at $1.25. $8,390 00 

134,000 cubic yards dredging, at 50 cents. 67, 000 00 


Total.. 75,390 00 

2. From Saint-Cloud to ConradVs Shoals: 

Lock and dam at Sa'uk Rapids... $464, 000 00 

Lock and dam at Blanchard’s Rips. 332,352 00 

Lock and darn at Cash’s Island. 446, 430 00 

Lock aud dam at Little Falls. 695,127 00 

836 cubic yards brush and wing-dams, at $1.25. 1, 045 00 

425.6 cubic yards bowlders to be blasted, at $10. 4, 256 00 


Total. 1,943,210 00 

3. From ConradVs Shoals to Grand Eapids: 

7,280 cubic yards brush wing-dams, at $1.25. $9,100 00 

1,234 cubic yards bowlders and gravel, at 75 cents. 925 50 

159£ cubic yards bow lders to be blasted, at $10 . 1, 595 00 

Total. 11, 620 50 


Total cost for a channel 3 feet deep. 2,030,220 50 

The question of the cost of improving navigation above Grand 
Eapids can only be answered after Congress has determined whether 
the reservoirs recommended by the Senate Select Committee on Cheap 
Transportation-Routes are to be constructed. 

III.—COMMERCE TO BE SERVED BY THE ABOVE IMPROVEMENTS. 

For these statistics I would respectfully refer to the Report of the 
Senate Select Committee on Cheap Transportation-Routes to the Sea¬ 
board. (Report 307, 1st sess. 43d Congress.) 

In closing this report, I would state that it is only preliminary to a 
more complete one to be rendered when the detailed surveys of the sites 
of proposed locks and dams have been made. 

Great credit is due to Assistants J. D. Skinn*er, H. E. Stevens, and L. 
Y. Schermerhorn for the able manner in which they performed their 
work, and the economy they exercised. 

The general maps are numbered consecutively from 1 to 21, and are 
on a scale of the detailed maps of obstructions are lettered as 

they go up stream with the number of the general map ou which the 
obstruction is found prefixed ; thus, 217c refers to detail-sheet Jc , aud to 
general sheet 21. The scales of the detail-maps are expressed upon 
them. 

I forward this day, by express, a package containing the above tra¬ 
cings, thirty-three in number. 

Very respectfully, your obedient servant, 

F. U. FARQUHAR, 

Major of Engineers. 

Brig. Gen. A. A. Humphreys, 

Chief of Engineers U. S. A. 


























NAVIGATION OF THE MISSISSIPPI RIVER. 


31 


cc 3. 

PART OF THE THIRD SUBDIVISION OF THE MISSISSIPPI ROUTE, WHICH 
COMPRISES THE IMPROVEMENT NECESSARY TO GIVE A NAVIGATION OF 
4* TO 6 FEET FROM FALLS OF SAINT ANTHONY TO SAINT LOUIS. 

REPORT OF COL. J. N. MACOMB, CORPS OF ENGINEERS. 

By letter from the Chief of Engineers, United States Army, dated 
29th June, 1874, I was assigned to the duty of making two of the sur¬ 
veys under the above head, viz, that for the improvement of that por¬ 
tion of the Mississippi route designated as u Improvement upon a sys¬ 
tem to be provided so as to give from 4J to 6 feet navigation at lowest 
stages from Falls of Saint Anthony to Alton” (afterward modified so as 
to make Grafton, Ill., the southerly limit); and the survey of so much of 
the northern route as is designated “the Hennepin Canal, from some 
point on the Mississippi River near Rock Island to the Illinois River at 
Hennepin.” 

For this latter survey I employed Mr. F. C. Doran, who organized a 
party and took the field in August, 1874. His report was sent in on 
25th January, 1875, and the maps to illustrate the same were forwarded 
on 13th April, 1875. This report sets forth the feasibility of making an 
improvement by which the Upper Mississippi River, near Rock Island, 
could be connected with Lake Michigan at Chicago, via Hennepin, so 
as to pass barges which are used for freight on the Upper Mississippi 
River. But to make the connection complete, it involved a costly im¬ 
provement of the Upper Illinois River and Illinois and Michigan Canal. 
NTo money having been granted for this work, the party was gradually 
reduced, and, afrer closing the records for the tiles of my office, the chief 
of the party was discharged on the 10th May, 1875. 

The survey of the Mississippi route was intrusted by me to Mr. Mont¬ 
gomery Meigs, who was employed as assistant engineer, and organized 
a party and took the field in the latter part of August, 1874. tlis pre¬ 
liminary report was sent in on 12th January, 1875; and, as I had minute 
surveys in my possession incidental to the improvements in progress 
under my charge at Rock Island or Upper Rapids, and at Des Moines 
or Lower Rapids of the Mississippi River, I sent in, on lltli January, 
1875, and on 26tli January, 1875, reports touching the expense of making 
any change iu these costly improvements which are now nearly com¬ 
pleted, and the plans of which are deemed perfectly satisfactory to those 
concerned in the navigation of the river. I beg leave to refer to the 
above-named reports, and to ask that they may be accepted as a part of 
this my annual report. 

1 have the honor also to submit the report of Assistant Meigs upon 
the survey of the Upper Mississippi River, as far as the party were en¬ 
abled to prosecute the work, viz, from Saint Paul, Minn., to LaCrosse, 
Wis., by. which it will be seen that he estimates the cost of improving 
that portion of the river so as to afford a depth of 4J feet at low water 
to be $348,670, and suggests that $100,000 should be asked for to defray 
the expenses of the first year’s operations, which should be undertaken 
at certain difficult points named between Saint Paul and Winona, 
Minn. 

It is proposed, with the funds remaining in hand, to push the surveys 
on the Mississippi River as far down as possible, in order to the prepar¬ 
ing of estimates for improving that part of the river between LaCrosse 
and mouth of the Illinois River. 


32 


NAVIGATION OF THE MISSISSIPPI RIVER. 


Financial statement. 


Amount allotted for surveys, &c., intrusted to me. $30, 000 00 

Amount expended for Hennepin Canal on northern route survey. 9, 627 42 

Amount expended for survey of Mississippi route. 16, 300 08 

Remaining on hand 1st July, 1875, which will be applied to continuing sur¬ 
vey of Mississippi route. 4,072 50 

Amount required for fiscal year ending 30th June, 1877, to be applied in 
commencing the improvement of the Upper Mississippi River, in accord¬ 
ance with the scheme indicated in the report of the survey. 100, 000 00 


REPORT OF MR. MONTGOMERY MEIGS, ASSISTANT ENGINEER. 

United States Engineer Office, 

Iiock Inland, III., May 31, 1875. 

Sir : I have the honor to present my report on the above-named route, together with 
plans and estimates for the improvement of the river down to the vicinity of La Crosse, 
Wis., which is as far as our survey was carried last season. 

The data upon which such plans are based are General Warren’s maps of the river, 
from his surveys of 1866 to 1869, and the resurveys of detached difficult portions of the 
river made last season under your directions. 

General Warren’s maps, tracings of which were sent to this office from Washington, 
are as follows: 

Map of the Mississippi River, in 22 sheets, from mouth of the Minnesota River to 
mouth of the Ohio. Surveys, 1866-’69; scale 2 inches to the mile; com piled from United 
States land survey, General Warren’s survey, and existing authorises. 

Mississippi River: Separate maps of important localities, viz: 

Falls of ^aiut Anthony to Outlet Lake, Saint Croix, 10 sheets, Nos. 1-10, 1866-’69. 

No. 11. Mouth of Cannon River. 

No. 12. Channels at Head of Lake Pepin. 

No. 13-16. Lake Pepin to Winona. 

No. 17. Trempe a l’Eau. 

No. 18. Mouth of Black River. 

No. 19. La Crosse. 

No. 20. Brownsville, Minn., to Bad Axe, Wis. 

Nos. 13’ and 16'. Resnrveys, at different times. 

No. 21. Vicinity of Lansing. 

No. 22. Prairie du Chieu. * 

No. 23. Guttenberg. 

Nos. 24 and 24'. Dubuque. 

No. 25. Vicinity of Clinton. 

No. 26. Vicinity of Rock Island. 

No. 27. Vicinity of Burlington. 

No. 28. Vicinity of Keokuk. 

No. 29. Vicinity of Quincy. 

No. 30. Vicinity of Hannibal. 

Mississippi River, in the vicinity of Fort Snelling, Minn., showing remarkable changes 
by the flood of 1867. 

These maps, made under the direction of General G. K. Warren, in 1866-’69, and com¬ 
prising all the information to be had at Headquarters, Engineer Department, in Wash¬ 
ington, were forwarded to Rock Island, and placed at your disposal. They contain all 
the information concerning reference-points, bench-marks, &c., which would be useful 
in a resurvey. 

On July 27, the construction of the quarter-boat for use of the surveying party was 
well under way. Her hull was finished, but her cabin, equipment, &c., were still in¬ 
complete, and it was not until August 27 that all was in readiness to proceed up the 
river and begin operations. 

While the building of the quarter-boat was in progress the details of our plan of oper¬ 
ations were studied. General Warren’s survey having been made so long ago, and the 
river having since then changed its channel, at some places many times, the soundings 
were deemed unreliable for the purpose of making plaus and estimates for improve¬ 
ment, and some resnrveys considered indispensable. In view of the small amount of 
time at our disposal, ami the fact that a good general map had already been made of 
nearly all the points offering important difficulties to navigation, it was thought best 
to make use of the old maps as much as possible, and only survey such lines as would 
be necessary for making accurate soundings. 

General Warren’s survey was made with compass (see General Warren’s report, 1867; 








NAVIGATION OF THE MISSISSIPPI RTVER. 


33 


letter of General A. A. Humphreys, January 29,1867, page 8 of report), but it was thought 
best to substitute the transit or theodolite for the compass in our work, and to locate 
the soundings in wide reaches of the river with angular measurements from bases on 
shore, in order that the work might be more accurately referred for comparison in case 
at any time the study of the river should necessitate resurveys. 

It was found almost invariably that the reference-points indicated on General War¬ 
ren’s maps had disappeared. In some cases the trees on which bench-marks had been 
cut were found to have been disturbed, either by the felling of the tree or caving in of 
the bank, but in most cases no benches or reference points could be fouud, and the 
absence of such marks was the more annoying, as it made difficult, if not impossible, the 
comparison of the surveys as to stage of water and location. 

From Captain Davis, of the Montana (a river expert), a list of places was obtained 
where, in low water, steamboats usually had difficulty; aud it was thought best, in view 
of the object for which the survey was undertaken, to restrict the new surveys to those 
places, and to endeavor to leave such marks on each detached work as would serve to 
establish at least a few of its most important points. 

The rapid changes, which are of continual occurrence in the channel and banks of 
the Upper Mississippi, form an interesting engineering study. The causes leading to 
such changes are so obscure, and often, no doubt, so purely accidental, that our only 
hope of ever arriving at a knowledge of them will be to make surveys that can be 
easily reproduced at any future time, and from time to time repeat the work. The 
value of the surveys will be in direct proportion to the manner in which these points 
have been “referred.” 

It was impossible in most cases, with the means at hand during our survey of last 
year, to do more than mark trees at a safe distance from the bank to serve as references. 

Some less perishable monuments should be erected to take the place of these. The 
best plan would be to triangulate the bluffs of the river, and locate everything from 
them. 

This has been already advocated by yourself and General Simpson and others well 
acquainted with the unstable condition of the bed of the Mississippi River; but for tbe 
present stone blocks would be of small expense, and would serve to preserve the work 
already done. 


ORGANIZATION OF PARTY. 

The surveying party consisted of 1 chief assistant engineer, 3 assistants, 1 rodman, 1 
boat-steerer and recorder, 2 boatmen, 2 recorders of angles, 1 signalman, 2 chainmen, 5 
axmen, 1 cook, 1 assistant cook—total 20 men. 

The plan of making the men manage their own subsistence department worked well. 
I think all were satisfied, and the expense per man w r as but $13 aud a fraction per month. 
Our plan of operations was for one assistant aud party to lay out the bases for the 
sounding-party aud cut out the line, and while the latter was engaged on the bases, 
the same assistant weut back and ran the levels of each survey. 

I had not men enough to run a continuous line of levels, and shall, if possible, connect 
the separate lines during the present seasou. As we started at Saint Paul, we had the 
advantage of moving with the current, and fouud no difficulty in managing the quar¬ 
ter-boat, except in high winds, when the large surface exposed by her cabin made her 
unmanageable. I think, however, that we lost in all less than one day’s work from this 
cause, and would have found a steamer, unless it had been a very light-draught steam- 
launch, an expensive and almost useless adjunct. 

Since the completion of our field-work we have been engaged continuously in reduc¬ 
ing and plotting the notes. In the maps I have made the most extensive use of Gene¬ 
ral Warren’s surveys, which, I will add, we found remarkably reliable, except the sound¬ 
ings. The lines run by my party and the triangulations are all indicated on my maps ; 
transit and theodolite lines in full black lines,,compass lines in red. The rest of the 
work, where no surveyed lines ate given, is taken from General Warren’s survey. All 
the located soundings were plotted on a scale of 100 feet to the inch, aud transferred to 
the finished map on a scale of 200 feet to the inch. The reduction and transfer were 
performed by means of a system of squares, brass frames with very fine steel cross-wires 
being laid on the drawings, aud corresponding squares filled up in succession with the 
soundings. As many as 2,500 soundiugs have been in this way transferred to the map 
by two men during office-hours of one day. The original plotting proceeded at the 
rate of about 500 a day for two men. 

THE MISSISSIPPI RIVER.^ 

Quite a full description of the Upper Mississippi has already been written by Gene¬ 
ral Warren, and presented in his report of 1867. 

It will be unnecessary for me to do more than allude to the nature of the stream al¬ 
ready well described. From Saint Paul to La Crosse its course is winding, flowing almost 
invariably over a sandy bottom, which changes its shape alter every rise, and at low 

H. Ex. 49-3 



34 


NAVIGATION OF THE MISSISSIPPI RIVER. 


water presents serious, and sometimes impassable, obstacles to navigation. At aver¬ 
age low water II feet is about the depth on the bars; and as most of the large steam¬ 
ers, and even the small ones, draw 3 feet 6 inches to 4 feet G inches, or 5 feet loaded- 
they are stopped at the bars and obliged either to spar over, or, when that is irapossi, 
ble, to give up the navigation altogether. The large steamers are scarcely ever pre¬ 
vented at low water from getting to Prescott, though sometimes a bar below Lake 
Pepin will get so shoal as to detain boats for some hours, or even days. 

The trouble generally occurs just after a rise in the river. The moment the water 
begins rising the sand-bars begin to shift; old channels are filled; the bottom of the 
stream flattens out, as it were, and when the water falls again, as it generally does 
after a few days, the stream is spread over so great a width of river, and so flat at 
bottom, that it is very shallow. In the course of time the water cuts for itself a new 
channel through the sand; and the concentration that thus takes place restores the 
navigation to its usual condition until the new channel is again disturbed by a rise. 
These changes in the bed of the stream occasionally happen many times in the course 
of a season. A boat may fight its way up to Saint Paul with the greatest difficulty on 
a falling stage of water, lie there a day or so, and, returning down stream, find the 
navigation much improved, though the water has been falling all the time, owing to 
the cutting through of the sand-bars. Any acceleration in the current of the river 
immediately causes a commotion among the sand-bars, which begin to travel down 
stream. To insure the stability of the channel, therefore, it seems best not to try to 
cut off bends which occur in the same, but to endeavor, on the contrary, to reduce the 
current at the same time that the volume in the channel-way is increased. 

I am of opinion that the safest plan of improvement will be, in general, to find the 
natural channel, and lead the water in that direction. An islaud in midstream is, 
nearly always, at its lower end, the seat of trouble. The two currents meet, and the 
result is that the greater part of the water and the channel cross the river from bank 
to bank at a sharp angle, and thus the section of the stream at right angles to its axis 
is so much lengthened or flattened that a shoal is usually the result. At Crat’s Island 
a case of this kind occurs. The channel on the left of the islaud, which carries most 
water, crosses from the left to the right bank, and spreads out over the bars like an 
immense fan, with deep water off the outer edge of the reefs and a very shoal passage 
over the crest of the bar near the foot of the island. As General Warren states in his 
report, the object of any works for improvement should be to help the river to make 
the crossings. In many cases the closing of chutes would probably greatly improve 
the navigation of the main river, and at Rollingstone Slough and some other points 
such a plan has been recommended. 

The improvement of the Mississippi River will require a good deal of time in its 
accomplishment, but need not be particularly burdensome to the Treasury. A com¬ 
paratively small sum expended judiciously every summer, and at the most advantage¬ 
ous stage of water, would, in the course of a few years, work great changes in improv¬ 
ing the navigation. This is the policy of the European governments, and has, in the 
course of time, made rivers navigable for quite large steamers that would in this coun¬ 
try be thought scarcely worth improving. 

At present the dredging-steamers do good service, but a single steamer, as at present 
employed, would be utterly inadequate, in a prolonged season of low water, to give 
the relief necessary for uninterrupted traffic. 1 deem \\ feet the utmost limit to which 
any reasonably expensive system of improvements could be expected to deepen the 
navigable low-water channel. In this opinion I have the concurrence of most of the 
steamboatmen and of those well acquainted with the Mississippi River in its various 
stages. Even should it be found impossible to obtain a greater depth, the plan of im¬ 
provements submitted would remain the same and only require extension to secure a 
greater depth. 

CURRENT. 

The current of the Upper Mississippi is-remarkably gentle. 

The subjoined Table I gives the velocities measured by me at various points on our 
survey. 

That at Pig’s Eye Island I expect to find a good deal increased since the completion 
of the dam which was finished last season, after our measurements were made. 

Some of these velocities were measured with floats and some with current-meter. 
The measurements were made at mid-depth, as near as could be attained, rarely less 
than 4 feet below the surface of the water. 

The volumes of the river in cubic feet per second were measured at various points, 
aad the results, together with the stage of water, as nearly as it could be gotten at, are 
embodied in Table II. 


NAVIGATION OF THE MISSISSIPPI RIVER. 35 

Table I. Showing velocities of currents at various localities on the Upper Mississippi River, 


Locality. 

Point on 

map. 

Feet per 

second. 

Mil es per 

hour. 

Stage. 

Remarks. 

Frenchman’s Bar, lfc miles below Saint Paul. 

a 

2. 45 


5.8 

By floats at mid-depth. 


b 

2.55 


5. 8 

Do 


c 

2. 42 


5.8 

Do. 


d 

2. 55 


5.8 

Do. 


e 

2. 66 

1. 81 

5. 8 

Do. 


/ 

2. 63 

........ 

5.8 

Do. 


ft 

2. 66 


5.8 

Do. 


h 

2.63 


5. 8 

Do. 

Pig’s Eye Island, or Island No. 1: Main 

a 

2. 84 


5. 7 

Current-meter. 

channel. 

b 

2. 65 

... ..... 

5.7 

Do. 


c 

2. 80 

1.91 

5.7 

Do. 


d 

2. 78 


5.7 

Do. 


e 

2. 24 


5.7 

Do. 

Pig’s Eye Island: Chute . 

CL 

2 26 


5 7 

Do 


b 

2.19 

1. 49 

5. 7 

Do. 


c 

1. 89 


. 5.7 

Do. 

Newport: Chute . 

A 

2. 45 

1.67 

5.2 

Do. 

Main channel: Chute ... 

B 

2.87 

1. 95 

5.2 

Do. 


C 

1. 97 

1. 34 

5.2 

Do. 

Merrimac “A”. 

a 

3.11 

2.11 

5.2 

Do. 


b 

0. 35 

0. 24 

5.2 

Do. 

Merrimac “ B ”. 

a 

2.53 

1. 72 

5.2 

Do. 


b 

2. 65 

1. 80 

5.2 

Do. 


c 

2. 80 

1.91 

5.2 

Do. 

Hastings. 

a 

1. 65 

1.12 

4.3 

By floats. 


b 

2.17 

1.48 

4.3 

Do. 


c 

2. 29 

1.55 

4.3 

Do. 

Hastings Bar. 

a 

1 64 


4 3 

Do 


b 

1. 71 


4.3 

Do.' 


c 

1. 72 

1.17 

4. 3 

Do. 


d 

1.71 


4.3 

Do. 


e 

1. 67 


4.3 

Do. 


f 

2. 06 


4.3 

Do. 

Prescott. 

CL 

1 74 


4 5 

Do 


b 

2. 50 


4.5 

Do! 


c 

2. 67 

1. 82 

4.5 

Do. 

♦ 

d 

2.38 


4.5 

Do. 


g 

2 53 


4 5 

Do 


/ 

2.17 


4. 5 

Do. 

Wabasha.. 

CL 

4. 08 


4. 5 

Do. 


b 

4. 35 

2. 96 

4.5 

Do. 


c 

4.17 


4.5 

Do. 


d 

2. 81 


4.5 

Do. 


e 

2. 30 


4.5 

Do. 


f 

2. 06 


4.5 

Do. 

Winona “A”..... 

CL 

2. 04 


3. 1 

C n ■pron t,-meter 


b 

2.52 


3.1 

Do. 


c 

2. 73 

1. 86 

3.1 

Do. 

Winona “B”. 

a 

2. 81 

1.91 

3.1 

Do. 


b 

2.15 


3.1 

Do. 


c 

2.26 


3.1 

Do. 

Mouth of Kollingstone Slough. 

a 

1.93 

1.31 

3.1 

Do. 


b 

1.83 

1.25 

3.1 

Do. 


c 

1. 77 

1.21 

3.1 

Do. 


d 

v 1. 45 

0. 99 

3. 1 

Do. 


Table II.— Discharge of river in cubic feet per second. 


Locality. 

Discharge in 
cubic feet 
per second. 

Stage, ap¬ 
proxima¬ 
tion. 

Remarks. 

Frenchman’s Bar. 

20, 091 

5.8 

September 3,1874. 

Hastings. 

15, 332 

4.3 

September 25,1874. 

Hastings Bar . 

15, 516 

4 3 

September 28,1874. 

Foot Prescott Island. 

32, 001 

4. 5 

September 30,1874. 

W abasha. 

45, 209 

4. 5 

October 9, 1874. 


LEVELS. 

The levels not being as yet connected, I think it best not to present them until the 
gaps have been filled^up and the necessary reductions made. From Saint* Paul to 




































































36 


NAVIGATION OF THE MISSISSIPPI RIVER. 


Prescott, the fall of the water-surface is 13.8 feet. The distance measured on the map 
in the center of the river is about twenty-six miles. This gives an average fall per 
mile of 0.53 feet = 6.4 inches. The air-line distance is only nineteen and one-half 
miles, which gives for the fall of the plane of the valley a slope of 8.5 inches per mile. 
This is a little more than Ellet gives for the descent of the Mississippi Valley from 
Cairo to the Gulf of Mexico, which he estimates at 8 inches per mile. 

Steamboatmen call the distance from Saint Paul to Prescott thirty-five miles, and 
taking into account the many abrupt turns which they are obliged to make in keeping 
the channel, it is probably not very far from the truth. 

WATER-GAUGES. 

It was thought necessary to establish several water-gauges between Saint Paul and 
La Crosse, and the results of the observations, from the time they were put iu to the 
closing up of the river by ice, are embodied in the accompanying profiles. It will bo 
noticed that at Wabasha the result of strong up-stream or down-stream winds is 
very apparent, owing, no doubt, to the influence of Lake Pepin, whose foot is just 
above Wabasha. 

At Prescott, as a matter of interest, the open water at the foot of Lake Saint Croix 
offered an opportunity for continuing gauge-readings all winter, and the fact that the 
water fell to 0.3 feet of the scale allows the inference that its zero must have been 
pretty nearly correctly placed. I hope that we may be able during the coming season 
to get at the true low-water marks of these gauges by observations taken during the 
low-water season. 

PLANS FOR IMPROVING RIVERS BY WINGS. 

There have been many attempts to regulate the channels of rivers in this country 
by means of wing dams. These attempts have not always been successful, and have 
generally been made on streams whose beds consist of rock or hard gravel bars. It is to 
Europe that we must look for a perfected system of river improvements. There, for 
hundreds of years, the regulation of streams offering all sorts of difficulties has been a 
necessity. It has been a study for generations of engineers whose successes and fail¬ 
ures form an interesting chapter in the history of engineering. The French, the Ger¬ 
mans, and the Dutch have a.l contributed largely to the hydraulics of great rivers, and 
have paid dearly for the knowledge they have acquired. It will be proper here to 
lay before you a few facts connected with the improvements made on European as 
well as American rivers to justify the plans and estimates I herewith submit. 

The preference as regards cheapness of construction, facility of repairing, and dura¬ 
bility, seems, in streams with shiiting sand-bars, to be given to those works whose 
wing-dams, &c., are composed of brush and stones combined. In streams of the above 
character the use of single wing-dams has often been found a failure, and abandoned. 
They frequently fail altogether to guide water in the direction intended, and merely 
add another dangerous obstacle to the already difficult navigation. The permanent 
deepening of the channel across troublesome sand-bars has been very successfully 
secured by contracting the stream and causing scour to take place, the sand removed 
being deposited in and between numerous wing-dams stretching out from the shores. 

This adds to the security of the dams, and at the same time confines the water to the 
selected channel-way. In the course of time, by successive deposits of sand and other 
sediment, the spaces between the wing-dams become dry shores, on which the growth 
of willows is encouraged, and finally, when sufficient soil has been deposited at high 
water, the willows give place to meadow-lauds or forest. The action of these dams 
may be compared to that of snow-fences, the shifting sands being caught in the eddies 
formed by the dams. The object of the wings is to lessen the velocity of the current 
along the shores so that it is forced to drop the matter carried with it in suspension, 
and build up new shores at the selected places. The production and regulation of 
shores, then, is the proper designation of this kind of engineering, though its object is 
the regulation of the channel; art is substituted for main strength, and the river is 
made at the least expense to do the heavy wnrk of moving immense quantities of sand 
and digging for itself a deep and permanent channel. 

I subjoin, as an example of the German practice, a copy of a plate to be found in 
Hagen’s Wasser ban Kunst, a most thorough treatise on the regulation of rivers, 
published in Konigsberg, 1853, by the Brothers Borntraeger; also, later, by Ernst and 
Korn, 1873, Berlin, Fig. 8. 

In this example all the works were to be built in one season. The old channel 
shown by the dotted line was to be abandoned, and the current thrown into the right- 
hand arm of the stream by closing up the chute on the left. 

The beginning of this wmrk was at O, where a protection was executed to prevent 
any further caving of the banks, when the main body of the stream was directed 
upon it. At the same time the willows and brush upon the island were rooted up as 
far back as the dotted line, to prevent any further deposit of sediment upon the 


NAVIGATION OP THE MISSISSIPPI RIVER. 


37 


island, and to facilitate its washing away. These works completed, the next step 
was at J, where the upper wing-dam, being constructed quite strongly, allowed of 
the other two being lighter and cheaper. This gave the first impulse to the pas¬ 
sage of the water down the right-hand chute, since, the deep hollow being removed, 
the current had less tendency toward the left bank. 

Next came the construction of the works at K, to induce the silting up of the 
head of the chute. Care was taken here not to entirely close the water-way, but 
only to arrest the current somewhat, that the silting up might be gradual and distrib¬ 
uted over the whole length of that arm of the river. To this end a low dam at F, 
allowing the passage of the water at quite low stages, is built, and at N three more 
wing-dams. 

The effect of all these works on the left bank was to build out the shore to the 
dotted line designed as the new limit of the river, and gradually to silt up the whole 
of the chute. 

When sufficiently raised above low-water stages the planting of willows caused a 
continual and rapid accumulation of sediment, and in the course of time put all danger 
of the return of the river to its former channel out of the question. The filling up of the 
concavities and irregularities at G and H was the last work of the construction. At 
LM it was found necessary to dredge a narrow channel for the passage of boats at the 
time when the river was first shut out of the lift chute, and had not yet removed the 
bar at that place. 

This is an example of the general plan adopted in the more modern improvements 
of the German rivers, and has proved itself the cheapest and most certain of lasting 
success. It will be noticed that in the accompanying plate the wings are all directed 
up stream at a slight angle with the axis of the current. 

The object of this is to prevent the water passing over the dam at high stages from 
attacking the banks below the foot of the dam, and endangering its connection with 
the shore, thus: 




If too far apart the dams are like single wing-dams, and the current suffers all those 
disturbances which single dams are liable to cause. If too close an unnecessary 
amount of money is expended to accomplish the desired results. Some writers have 
stated that the distance between should not exceed four to six times the length of the 
dams. The distance between is, however, more probably a function of the width of 
the stream (to be safe, not more than one-third of the width) and dependent on the 
direction in which the stream meets the works. If the current is normal to the 
wings, they may be wider apart; if directed upon the heads of the wings so as to pen- 



















38 


NAVIGATION OP THE MISSISSIPPI KIVEK. 


etrate between them, then the intervals should be less. It often becomes necessary 
after the completion of a system of wing-dams, to add another wing or two so as to 
check any too great tendency to form eddies and prevent the deposit of sand in the 
desired places. These cut-oifs are of much lighter construction than the wings, which 
areropposed to the full current, as the subjoined drawings will show. The French have 
on a great many of their rivers built long wings for confining the channel. These are 



left open at the lower ends, and secure a good depth of water along their outside, but 
are particularly liable to being undermined where the foundations are insecure (as in 
a sandy stream), and it is found that the deposit behind the wing is very slow in tak¬ 
ing place. The current at high stages, passing over the crest of the wings, attacks 
the banks along which it extends and runs with sufficient velocity to carry off the 
matter thus excavated. So much is this the case that they have often been obliged 
to build cross-weirs to connect it with the banks. At low-water the deposit ceases 
entirely, since no current enters, and the wing thus remains unsupported and liable 
to continual breaks and repairs. 

CONSTRUCTION OF THE WINGS. 

The brush construction that I have before referred to as cheapest and best has a 
good many different varieties; the brush is, however, nearly always made into fascines 
of such a length that, placed on their butt-ends, their center of gravity shall be at the 
height of a man’s shoulder when lie stoops slightly to raise them from the ground 
Fig. 10). The length of a single fascine is therefore about 10 feet. Large fascines are 
used in some cases where the core of the fascines consists of cobble-stones or coarse 
gravel. These are made from 12£ to 18 feet long, and 2£ to 3 feet thick, and are rolled 
out upon the wing as it progresses. These fascines are applied in many different ways, 
and are really but a substitute for rock in places where the latter is difficult to get. 
They are bound together by so-called “ wursts,” or brush-roj)es, to which they are 
pinned with treenails. (See Figs. 11 and 9.) 

The crown of these wings should be built on an incline rising toward the shore, but 
always at the shore-end kept a little lower than the bank. This prevents the disas¬ 



trous effect of a thin, unbroken stream flowing over the whole length of the dam at 
medium stages, and keeps the water crowded toward the selected channel. The dams 
are customarily built 2 to 3 feet higher than the low stage of water, and in general it 
is necessary, in working from the banks outward, to have the crown out of water in 
order to build the successive layers of fascines. The batter given to the upper and 
lower faces of the wings varies considerably, but a slope of 1 to 1 is often assumed and 
answers very well, particularly as a very accurate preservation of any particular slope 
is out of the question and not of great importance. Figs. 1 and 2 show how the suc¬ 
cessive layers are built. At a (Fig. 2) we see the outer layer lying on the surface of the 
water ready to be loaded with sand and gravel and sunk. In Fig. 1 it is shown in 
plan as sunk. We see, also, that the immediate sinking of a layer is not to be desired, 
and the last five or six must be progressively sinking nearer and nearer to the bottom, 
since in a swift current the possibility would be very small of holding such an easily- 
broken mass as that of a number of fascines pinned together, and keeping them from 
being twisted away from the preceding and solid part of the construction. When the 
sinking progresses gradually, however, the figure shows for itself how the fascines 
mutually support each other. Care must be exercised not to get the slope of the layers 
of fascines too steep, otherwise the sand or gravel which is placed between falls out, 
and is carried away by the current. Each succeeding layer covers and protects the 
end on top of the preceding one from washing away. At the outer end a protection of 








NAVIGATION OF THE MISSISSIPPI RIVER. 


3& 


riprap, or of fascines filled with stone, is necessary to insure the stability of the last 
layers. linaliy, when the brush-work is completed a covering of broken stone or 
coarse gravel protects from injury by ice or floating objects. Lighter forms of wings, 
to be used in shallow places or where deposit has already taken place between the 
main, wings, are shown in Figs. 5, 6, and 12. Little explanation of these is neces¬ 
sary. 

1 he Europeau constructions mentioned above are adapted to both great and small 
depths. On portions of the Rhine, where such dams have been constructed, the 
water is subject to a rise of 25 to 30 feet in twenty-four hours, and the fact of the 
dams holding their places under such circumstances is sufficient evidence of their 
strength. 

BANK-PROTECTIONS. 

Where quantities of loose rock are not attainable, brush protections are used, and 
are built in much the same way as those on the Fox and Wisconsin Rivers. The im¬ 
provements lately carried out on these rivers show the efficacy and stability of brush- 
dams. 

The United States Engineers have there employed the fascine construction to 
great advantage, and so firmly does the brush become anchored in the sand that the 
removal of a dam, when this became necessary, has proved a difficult matter. They 
have withstood floods of 10 feet above their crests, under the most unfavorable circum¬ 
stances. These were, however, nearly all low dams. In them the fascines were laid 
side by side, with the butt-ends down stream, and lapping under each other so as to 
make a slope. They were built to 1 foot above low water, but it seems that this 
was afterward judged to be too little, and some of them were raised a foot. The 
fascines were made into rafts or mats by tying them together with light poles bound 
on with cord. 

ILLINOIS RIVER DAMS. 

On the Illinois River a simpler form of brush-dam, and one which has answered 
well, is constructed as in the annexed figures (Figs. 15 and 16). I think that for a 
stream with an even bottom this construction will be as stable as that made with 
fascines, and cheaper to build—the cost of labor required in making fascines being 
greater than it would be in Europe. The great disadvantage of the Illinois River 
dam appears to me to be its want of elasticity by which to fill up hollows occurring 
under it. The bottom of the Mississippi is so even, however, in most places that I 
consider this disadvantage of less importance. I have made my plans and estimates 
upon the basis of the Illinois River construction, and with the bank-protection, as in 
Fig. 19, used at Alton Slough by General Simpson. 


Brush, per cord.t. $2 25 

Stone, per cubic yard. 2 00 

Earth, per cubic yard..... 35 

Piling, per linear foot... 15 


The gentle current of the Upper Mississippi will, I think, give full security to these 
dams, but should they fail the fascine construction can be resorted to. These weirs 
will rarely be constructed in over 10 feet of water—a depth that will be continually 
diminishing with the age of the dam. The protection of the ends of the wings is to 
be secured by means of piling and riprap, as in Figs. 17 and 18. 

I think it possible that we may be able to reduce the cost of many of the wings by 
building them slighter where they are found to be in positions not much exposed to 
the current, but have not thought it advisable to take this into account in the general 
estimate. A number of the bars surveyed by us do not appear at present to require 
any improvement to secure feet of water, and it will be impossible to estimate for 
their improvement until such time as they may again become obstacles. 

The dotted red lines on the tracings show the shores which it is proposed to secure, 
and the wings or weirs are drawn in black. 

The shifting nature of the channel is well shown by the small sketches appended of 
Beef Slough and Rollingstone, which give the channels as run in different years. 
(Figs. 20 and 21.) 

A protection to the banks will, in many cases, prove necessary after the dams are 
built. It is impossible to predict with certainty the exact amount of work needed, 
but I have added a sufficient sum to the estimates to cover the cost of such construc¬ 
tions. 

I append a description of the various bars between Saint Paul and La Crosse, 
which will be interesting here as showing the number of points that will event¬ 
ually need improvement. These localities P have been designated by pilots and river 
experts, and a good many places are mentioned where 4| feet at present could be 
had at low water, except, perhaps, in such extraordinarily dry seasons as that of 
1864. 

Such droughts occur so seldom as to be of scarcely any importance in our plans of 
improvement; not oftener, probably, than once in forty years. 






40 


NAVIGATION OF THE MISSISSIPPI RIVER. 


DESCRIPTION OF THE BARS. 

Frenchman's Bar. —This is a reef jnst below Saint Paul, evidently caused bj' the 
widening of the stream below Dayton’s Bluff. The wings are intended to confine 
the current, and are indicated on the tracings herewith presented. Cost of wings, 
$4,417.86. . . 

Fig’s Fge Island Bars. —These bars have always been a serious obstacle to navigation. 
The spreading of the water above and below the island lias formed shoals, on which 
steamers were at low stages frequently detained and obliged to lighten or spar over. 

The equal division of the stream made bad navigation in either arm when the water 
was low, the channel being found sometimes on one, and sometimes on the other side 
of the island. 

A pile and riprap dam was thrown across the head of the left-hand chute last sea¬ 
son, and will, it is thought, have materially improved the channel on the right by the 
time low water sets in this year. It was thought best to add wings above and below 
the island, in accordance with the general views already indicated in this report; and 
should they be needed, will give, it is thought, a good 4£-foot channel. Cost of wings, 
$1,913.10. 

Kaposia Bar. —This bar, like those immediately below it, the Upper and Lower Red 
Rock Bars, is caused by the crossing of the channel from bank to bank. The Upper 
Red Rock Bar has at times been the worst on the river. The maps explain fully the 
plans for bettering the channel, and it is only necessary to call attention to the rocky 
ledge on the left bank, along which the channel is from 12 to 20 feet deep, to show that 
the river is capable of furnishing abundant water for navigation wherever a narrow 
and permanent water-way can be secured. 

The stone is of quite excellent quality for riprap, and can be quarried and loaded 


into boats without difficulty. 

Cost of wings at Kaposia... j . $2, 425 34 

Cost of wings at Upper Red Rock. 3,140 04 

Cost of wings at Lower Red Rock... 2,796 12 


Newport Bar .—Above the little town of Newport the river divides, and pours part of 
its water through a chute. 

The map explains the method of improvement, as also at Merrimac, where a case of 


the same kind occurs. 

Cost of wings at Newport..—. $2,259 36 

Cost of wings at Merrimac. 2,798 36 


Robinson’s Island Bar. —This is sometimes called the “Head of Gray Cloud,” since 
Gray Cloud Slough leaves the river just opposite the small island. It is thought best 
to leave the channel as it at present exists, near the rocky cliff’s of Gray Cloud Island, 
only confining the water somewhat by wings on the right bank, in order to cut out the 
bar at the upper end of the island and make a good raft-channel. There have been 
great changes here since General Warren’s surveys of 1867, and the channel has shifted 
from the right to the left of the island many times. It is thought that the contraction 
of the water-way will cause the island to disappear; but if it does not, it should be 
removed either by scraping, or, if rock is found, by blasting, and the rock used in the 
construction of the wings. Cost of wings, $3,414.20. 

Pine Bend Bar. —This place is quite often very shoal. A large sand-bar forms a mile 
or more above the islands and moves down during successive seasons, so that about 
once in five seasons it reaches the narrow channel between the islands and the right 
bank and disappears. A new bar has in the mean time formed above, and goes through 
the same process. While these changes are going on the channel is continually shift¬ 
ing. The plan of improvement consists in straightening the course of the stream, and 
confining the water to the channel on the right bank. Cost of wings, $7,622.86. 

Gray Cloud Bar .—This is not often a bad place, and it is not thought necessary at 
present to survey or render estimates for its improvement. 

Boulanger’s Bar. —This bar is seldom troublesome, but will require deepening. Our 
soundings along the left bank show rock, either bowlders or in place. The wings 
will, it is thought, give sufficient water without removing the rock. Cost of wings, 
$2,307.44. 

Head of Nininger Bluff Bar. —At this place a small island has formed, behind which 
the Nininger Slough heads, and withdraws quite a considerable quantity of water from 
the main stream. 

The steamers have lately been forced to take the narrow channel around the island, 
and so confined is it, that the banks are literally worn off by the rubbing of the steam¬ 
ers’ guards. An old barge was loaded with rock aud sunk in this chanuel last season 
by your orders, and it remains to be seen what effect it w 11 have upon the main chan¬ 
nel. The map explains the further improvements contemplated. Cost of wings, 
$o,223.3o. 

Nininger Bluff—Nininger and Hastings Bars. —These are ordinary reefs, caused by a 







NAVIGATION OF THE MISSISSIPPI RIVER. 41 

wider reach of river than can he well supplied with water at low stages. The maps 
speak tor themselves as to the mode of improvement. 

Cost of wings at Nininger Bluff. $2,770 60 

Cost of wiugs at Nininger. 6, 399 40 

Cost of wings at Hastings. 2,850 08 


Prescott Island Bar .—The same trouble exists here as at the head of many of the 
islands ot the Mississippi. General Warren, in his report, advised the closing of the 
right-hand chute; and that appears still to be the proper method of improvement, 
with a few wings above to somewhat contract the width of the river and assist in silt¬ 
ing up the head of the chute. Cost of wiugs, $5,335.66. 

Diamond Bluff .—At this place, some eight to nine miles below Prescott, there used to 
be a bar which, during one season, gave trouble. It has since disappeared, nor could 
we find any evidence of improvement at this place being needed. The bar was some 
two miles above the town. Just at the town, I was told, a rocky ledge extends out 
into the river from the left bank, and at low water causes some inconvenience from 
the narrow water-way left for the passage of boats. The depth being, however, always 
abundant, I have not contemplated removing the rock. The river is good from this 
place to the head of Lake Pepin, at Wacouta, in all seasons. 

Wacouta Bar .— A little hamlet, called Wacouta, is built at one of the mouths of the 
river emptying into Lake Pepin, and gives its name to a shoal and an arm of the delta 
which the Mississippi forms here. The shoal gives little trouble, and, as the middle 
channel, which pours the main volume of the stream into the lake, has excellent navi¬ 
gation at all stages, it is thought that a light placed on the sandy point, to enable 
steamers to find the entrance to the middle channel at night, will be all the improve¬ 
ment necessary. The light is now placed on a point below the Wacouta or .South 
Channel. It was first lit in May, 1875. 

Bar below Bead's Landing .—The river receives here one of its largest tributaries, the 
Chippewa. Our survey shows no improvement needed at this place, nor at the “Bar 
above Wabasha.” 

Bar below Wabasha.— This is a bad and most inconvenient bar, where steamers have 
to cross the river almost at right augles to get into the chute to the left of CraPs 
Island, and the navigation of large rafts is particularly difficult. The channel on the 
right of the island is good until near its foot, where sand-bars make bad shoals in low 
stages. As the upper part of this chute has a hard, gravelly bed, not subject to 
changes, the “Bar at foot of CraPs Island,” as well as at its head, can be avoided alto¬ 
gether, it is thought, by the construction of wings, as given on the accompanying 
maps. This plan has the advantage of cheapness, and also that it will not interfere 
with the working of boats in the present channel. Cost of wings, bar at foot of CraPs 
Island, $7,485.59. 

Beef Slough Bars .—This place has long been one of the worst on the Mississippi. 
The river widens and is divided by many islands. The small sketch, Fig. 20, gives a 
good idea of it, together with the plan for its improvement, and the various channels 
that have at different times been used by steamers and rafts. 

Some local interests may be injured by the closing of the Beef Slough Cut-off, as a 
small steamer runs from Alma to Wabasha by way of Beef River and this cut-off, and 
it is possible that the mill-owners and logging companies on Beef River may object to 
having this convenient passage closed up. It will, however, be, no doubt, to the ad¬ 
vantage of the general navigation, and, if found necessary, means can be devised for 
allowing the passage of this small steamer (only 50 or 60 feet long), while most of the 
water is cut off from Beef River. It is not expected that after the wings are com¬ 
pleted the banks will remain stable in this locality, and it is better that they should 
be cut away in some places, and, when the regular shape indicated on the map has 
been reached, riprap can be applied to prevent further wasting. Cost of wings, 
$12,747.28. 

Alma Bar .—Above Alma the channel has changed in the last two years, and the best 
water is now found to the left of the islands, at the mouth of Beef River. The bars in 
this vicinity belong to the general term of Beef Slough bars, given to the reach be¬ 
tween CraPs Island and Alma, and are at times troublesome. The old channel, which 
occupies the main river, appears the most natural to improve, and will afford the 
easiest navigation. I refer to the plans as explanatory of what is recommended for 
the improvement. Cost of wings, $15,130.94. 

Pine Island Bar .—No improvement was found to be necessary here, the depth being 
at present sufficient; also in the same category were found to belong the following 
bars: 

Above West Newton. 

Head West Newton Island. 

Above Miuneiska. 

Mount Vernon Bar .—The long shallow crossing at Mount Vernon will require a con¬ 
traction of the width of the stream as in the plan. Cost of wings, $5,151.10. 

Chimney Bock Bar .—The river is here divided by islands, and with the usual result. 





42 


NAVIGATION OF THE MISSISSIPPI RIVER. 


i 


I learn that there has been for some years hut little trouble experienced at this place, 
and the survey shows 4£ feet at low-water at present. 

Rolling stone Bars— Here is a reach of the stream very similar to that at Beef Slough.. 
The present channel is behind the islands, on the right bank, and is extremely narrow 
and inconvenient. There are lumber interests whieh.would be in conflict with the 
closing of the Rollingstone chute. At low-water, however, these people are obliged to 
take their rafts down to Winona by the outside channel, and could of course do so at 
other stages. 

Some adjustment of this difficulty will have to be made, as the plan recommended 
demands the closing of the chute. Cost of wings, $12,706.06. 

Betsey’s Slough Bar— Island No. 65 here divides the river into two channels, which 
have alternately been used by steamers. Of late the bar at the foot of the left-hand 
chute has become so shoal that large steamers have been obliged to take to the other 
side of the island. A very shallow bar at the head of the right chute offers but a few 
more inches of water than the bar at foot of Betsey’s Slough (left-hand chute), all of 
the latter excepting this bar being from 12 to 18 feet in depth in mid-channel. The plan 
of improvement is evident from the map. It is probable, though not certain, that a 
large amount of riprap will have to be used on the concave bank below the island to 
prevent abrasion after the improvements have been made. Cost of wings, $4,651.04. 

Wild’s Bar. —This bar is just below Betsey’s Slough, and is due to a lack of water 
merely. The plan which provides for leading the water off from the small chaunels to 
the right of the island into the main channel will, I think, give the needed relief. 
Cost of wings, $3,845.50. 

Argo Island. —Here there appears to be no improvement necessary at present. The 
same is true of the bar above Winona ; Elevator Bar below Winona; bar above Min- 
neopa, and bar below Homer. 

Mount Trempe d VEau Bar. —A slight improvement here will, it is thought, deepen 
the bar at the head of Island No. 81 sufficiently to give 4£ feet of water. (See plan.) 
Cost of wings, $5,402.30. 

Bar below Trempe d VEau. —This has been quite a serious obstruction in former years, 
though not recently or at present. No improvement is now needed. 

Queen’s Bluff Bar. —The river here needs contraction, and is provided for as in plan. 
Cost of wings, $5,897.18. 

Bar below Dresbach. —Here is again one of those cases where an island (No. 107) 
interferes with the course of the stream. It is thought that the slight constructions at 
the foot of the right-hand chute will give all the relief needed; and, as the channel is a 
straight though narrow one, it will be shorter and more convenient than that now in 
use. Cost of wings, $5,309.04. 

The two bars mentioned as Nos. 43 and 44 (head La Crosse Chute and bar above 
La Crosse) were not reached by my survey of last season, the cold weather causing us 
to suspend operations. 

Table III gives the numbers and names of the various bars between Saint Paul, 
Minn., and La Crosse, Wis.; the cost of wing-dams for each bar, exclusive of such 
shore-revetment or protection as may be found necessary after completion of dams; 
and the available depth on each bar, as given by pilots, at low summer-water. 

Table III. 


Name of bar. 

Cost of 
wings. 

Frenchman’s. 

$4, 417 86 
1,913 10 

2, 425 34 

3,140 04 

2,796 12 

2, 259 36 

2, 798 36 
3,414 20 

7,622 86 

Pie’s Eve. 

Kaposia. 

Upper Red Rock. 

Lower Red Rock. 

Newport... 

Merrimac. 

Robinson’s Island. 

Pine Bend. 

Grav Cloud. 

Boulanger's. 

2,307 44 

5,223 35 
2,770 60 

6,399 40 

2, 850 08 

5, 335 66 

Head iUtiinger Bluff. 

Nininger Bluil. 

Nininger. 

Hastings... 

Prescott Island. 

Diamond Bluff. 

Wacouta.. 


Below Read’s Landing. 


Above Wabasha.7. 


Below Wabasha. 


Crat’s Island. 

7, 485 59 
12, 747 28 
15,130 94 

Beef Slough. 




No. 


1 

2 

3 

4 

5 

6 

7 

8 
9 

10 

11 

12 

13 

14 

15 

16 

17 

18 

19 

20 
21 
22 

23 

24 


Depth at 
low water. 


Feet. 

3 

3 

3 

3 

3 

3 

3 

3 

3 

3 

3 

3 

3 

3 

3 

3 

4 
3 
3 
3 
3 
3 
3 
3 


































NAVIGATION OF THE MISSISSIPPI RIVER. 


43 


Table III—Continued. 


No. 

Name of bar. 

Cost of 
wings. 

Depth at 
low water. 

25 

Pine Island. 


Feet. 

4 

26 

Above West Newton. 


4 

27 

Head West Newton Island. 


4 

28 

Minneislca. 


4 

29 

Mount Vernon. 

$5,151 10 

3i 

4 

30 

Chimney Rock. 

31 

Rollingstoue.. 

12, 706 06 
4,651 04 

3, 845 50 

4 

32 

Betsey’s Slough. 

3i 

4 

33 

Wild’s ... 

34 

Argo Island. 

4 

35 

Above Winona. 


4 

36 

Elevator below Winona... 



37 

Above Minneopa. 



38 

Below Homer. 



39 

Mt; Trempe-a-leau. 

5, 402 30 


40 

Below Trempe-a-16au. 


41 

Queen’s Bluff. 

5,897 18 
5, 309 04 


42 

43 

Below Dresbach’. 


Head LaCrosse Chute. 


44 

Above La Crosse. 







Total. 

133,999 80 






No estimates are made for those bars against the names of which no sums are placed,, 
as they were found by us to be at present in no need of improvement, giving at least 
feet of water for low-water navigation. 

The cost of riprapping, or otherwise protecting such shores as appear to need it 
after the completion of the works, is estimated at $78,000. 

It will be observed that these improvements cover a stretch of river reckoned by the 
steamboat distances of nearly two hundred miles in length, and is the portion which 
has heretofore been either difficult or impossible to navigate during the low-water 
season. 

Below La Crosse obstructions exist, but they are far apart, some stretches of fifty to 
sixty miles requiring no improvement to bring them up to the standard of 4£ feet. 

The completion of the Fox River improvement will make the improvement of the 
Upper Mississippi of even more importance than it is now, the trade between Chicago 
and the Northwest being immense. 

An appropriation of $50,000, to begin with, would enable us to test the soundness of 
the views expressed in this report, and I would suggest that the first improvements be 
made at Crat’s Island and Betsey’s Slough. 

These two points have long been among the worst bars on the upper river, and suc¬ 
cess here will fully justify the views set forth in this report, and prove that it is not 
impossible to secure 4£ feet navigation from La Crosse to Saint Paul, but actually 
quite possible, and at an expenditure far below what has ordinarily been thought it 
would involve. Those bars which at present have 4£ feet of water offer no peculiar 
difficulties, nor would the cost of improving them, should they become obstructions, 
be more than the average cost of those for which estimates have been made. 

My estimates apply only to those obstructions existing at the date of survey, and I 
submit them as follows: 

ESTIMATE OF COST OF IMPROVING THE CHANNEL OF THE MISSISSIPPI RIVER BETWEEN 
SAINT PAUL ANI) LA CROSSE, TO GIVE 4£ FEET NAVIGATION AT LOW WATER. 


Wings and dams. .$133,999 80 

Riprapping shores as needed. 78, 000 00 

Scraping with Long’s scraper. 75, 000 00 

Engineering. 30, 000 00 

Contingencies, 10 per cent. 31,(599 98 


348, 699 78' 

In conclusion, I would remark that the cost of keeping up these works should not 
be excessive, and it is thought that the United States steamer and crew now employed 
in removing snags, &c., could, without much additional cost, assume the duty of re¬ 
pairing the dams and riprapped shores whenever they required it. An appropriation 
of $100,000 would enable us during the first year to improve the very bad portions of 
the river above Prescott, and also the two points, Betsey’s Slough and Crat’s Island, 
mentioned before as good places to test the method of construction advocated in this 
report. I would, therefore, respectfully suggest that this amount be asked for. 











































44 


NAVIGATION OF THE MISSISSIPPI RIVER. 


The plana and estimates for the Mississippi River improvement between La Crosse, 
Wis., and Alton, Ill., cannot he completed until the close of the ensuing season. 

I remain, sir, very respectfully, your obedient servant, 

M. MEIGS, 
Assistant Engineer. 

Col. J. N. Macomb, 

Corps of Engineers, TJ. S. A. 


PRELIMINARY REPORT. 

United States Engineer Office, 

Rock Island , 111., January 12, 1875. 

General : The following preliminary report by Assistant Engineer 
M. Meigs upon the survey of the Upper Mississippi River is respect¬ 
fully forwarded to the Chief of Engineers as showing the extent of the 
operations for the past working season, as far as the same can be shown 
prior to the couple tion of the maps and diagrams required for closer 
estimates. 

I approve of the suggestion of Assistant Engineer Meigs, that the 
work should be commenced and conducted by hired labor until such 
progress shall have been made as will show on what basis contracts can 
be safely let in case it should eventually be deemed economical and 
advantageous to do the work by contract. 

A steamer will be required expressly for this work ; but doubtless the 
United States steamer Montana could render valuable assistance iu the 
outset, and hence the necessity of having her repaired as soon as possi¬ 
ble, as estimated for in another communication from me to-day. 

As dredging will be needed in conjunction with the building of wing- 
dams, the Montana is peculiarly fitted to assist in this work at once; 
but iu case the water should be low in the river, her services would be 
demanded at various points for assisting the navigation, as has been the 
province of that boat for years past, and steamboat-men would probably 
protest against her being withdrawn from the general duty of keeping 
the channel open. 

It is therefore hoped that a steamer may be provided for according to 
the estimate for this special service. 

All of which is respectfully submitted. 

J. K MACOMB, 

Colonel of Engineers. 

Brig. Geft. A. A. Humphreys, 

Chief of Engineers , TJ. 8. A. 


REPORT OF MR. MONTGOMERY MEIGS, ASSISTANT ENGINEER. 

Engineer Office, United States Army, 

Bock Island, January 6, 1875. 

Sir : In the present uncompleted state of my maps and notes it is impossible to 
make any satisfactory estimate of the cost of the whole improvements contemplated 
by the Committee on Transportation-Routes to the Seaboard on the Upper Mississippi. 

It is to be remembered that no improvements of the kind, or on the scale of those 
that would be necessary on the Upper Mississippi to secure to 6 feet of water, have 
yet been constructed in this country. 

It is a work of such importance and magnitude that it should not be undertaken 
without some previous experiments. I would suggest that two or three points on the 
river which now impede navigation the most should be selected for improvement. 

Rollingstone Bars, Beef Slough Bars, and Betsy’s Slough Bars are three such points, 
«T, perhaps, rather, some of the bars above Prescott where the river is smaller. 




NAVIGATION OF THE MISSISSIPPI RIVER. 


45 


Should it be found possible to secure feet of water at these points, I feel sure 
steamboat-men will feel satisfied, aud they will be able to navigate these difficult 
points more readily than they now do the Rock Island Rapids, where 4 feet of water is 
provided for. 

I would suggest that in asking for an appropriation it be left discretionary with the 
Engineer Department what points on the upper river are to be improved, as from the 
shifting nature of these bars the difficulties are liable to cease at one bar and occur at 
some other place, after any great freshet in the river. Still it may be said that the 
serious difficulties at low water are above La Crosse, and particularly above Winona. 

It might perhaps be better to begin up at Saint Paul and work downward. 

The Pig’s Eye Bar h'as been improved experimentally already, and its results ought 
to be carefully considered. 

The United States steamer Montana might be used to do the necessary dredging in 
connection with these improvements, but it would be better to have an independent 
steamer, since in case of low water the Montana would be required to do the usual 
work in which she has been engaged. 

The only successful improvements of streams with shifting sand-bars, such as the 
Mississippi, have been made in Europe on the Upper Rhine aud Danube (see Stephen¬ 
son’s Canal aud River Engineering, 2d ed., p. 151). These works were of great extent 
and attended with, perhaps, greater difficulties than those the Mississippi offers, owing 
to the greater height of their floods. The spurs, diversiou-arms, &c., in these improve¬ 
ments were entirely constructed of bundles of fascines, weighted with stofies aud 
earth, and were made with great rapidity and economy. This style of improvement 
offers particular advantages on the Mississippi, where the brush, &c., can be had in 
any quantity, aud it would, no doubt, be the most economical method that could be 
employed. 

It would be necessary to make some resurveys for these improvements, and for a 
thorough examination of points of difficulty between La Crosse and the mouth of the 
Illinois River. 

In view of these facts, I would suggest the construction of a light-draught steamer 
for dredging, &c., at Pbtsburgh. 

This will soon be necessary to replace the Montana, now pretty well worn out, and 
can be employed for the present on the contemplated improvements. There are forty- 
three bars between La Crosse aud Saint Paul, acknowledged as obstructions, more or 
less serious, by the steamboat-men at present employed on the river. In my opinion it 
will cost at least $500,000 to improve these points, to secure 44 feet water (abundant 
for the present requirements of navigation). 

I therefore submit the following estimate of the amount that could be advantage¬ 
ously expended next year, and suggest, for the more economical expenditure of the 
money, that the work be executed at first under the personal supervision of the Engi¬ 
neer Department, until some experience is gained that will be a guide for the letting 
of contracts. 

ESTIMATE. 


Engineering, completing maps, &c.$15,000 

Cost of steamer, with Long’s scraper. 35,000 

Expenses of same for one year.-. 20, 000 

Cost of brush-dams, piling, &c. 60,000 

Contingencies. 13,000 


143, 000 

I would say that I cannot complete my plans and estimates for the work above La 
Crosse until May, and examinations remain to be made below that point. 

I remain, sir, respectfully, your obedient servant, 

M. MEIGS, 
Assistant Engineer. 

Col. J. N. Macomb, 

Corps of Engineers, TJ. S. A. 


ROCK ISLAND RAPIDS. 

Rock Island, III., January 11, 1875. 

General : As bearing upon the subject of plans and estimates for 
the improvement of the Upper.Mississippi River upon the scale suggest- 









46 


NAVIGATION OF THE MISSISSIPPI RIVER. 


ed in the report of the Select Committee of the United States Senate 
upon Transportation-Routes to the Seaboard, I beg leave to present here¬ 
with a tabular statement showing the cost of the work of improving Rock 
Island Rapids, the amount required yet to complete that work, and the 
additional amouuts that would be required to secure additional depths 
as suggested in the report of the select committee above referred to. 
This tabular statement, which gives a clear exhibit of the cost of exist¬ 
ing and additional improvements at this point, was drawn up by Assist¬ 
ant Engineer E. F. Hoffmann, who has been identified with this work of 
improvement since its commencement; and it is founded upon his sur¬ 
veys made from time to time for the purpose of measuring contractors’ 
work, and showing the best means of continuing the improvement. 

The work of cutting the channel through the rocky chains which 
were found obstructing the navigation in this limited district of some 
fourteen miles of river was projected on the basis of affording a chan¬ 
nel of 200 feet in width and 4 feet in depth below the water-surface 
of the low stage of 1864. These dimensions were adopted by a Board 
of Engineers after consulting with persons engaged In the river navi¬ 
gation, and after considering the wants of navigation of the upper river, 
and were deemed ample as affording better navigation than could be 
depended upon as to be found in the river above. The plan as far as 
perfected has given great satisfaction to those engaged in navigating 
the river. 

It will be seen that a deepening of only six inches, so as to give only 
4J feet at lowest water, would cost over half a million of dollars, and 
nearly half as much as the satisfactory channel now nearly completed. 
I would, therefore, respectfujly recommend that the existing scheme of 
improvement for Rock Island Rapids be adhered to, at least until after 
it shall have been shown that a greater depth can be secured and main¬ 
tained through the sand-bars above. 

I remain, very respectfully, vour most obedient servant, 

J. N. MACOMB, 

Colonel of Engineers. 

Brig. Gen. A. A. Humphreys, 

Chief of Engineers, U. S. A. 


Rock Island Rapids of the Mississippi River. 


The work of improving the Rock Island Rapids of the Mississippi River, 
now nearly completed, has been conducted on the basis of affording a 
navigation of 4 feet in depth below the low-water surface of 1864* and 

has cost, thus far, about.. $1^ 050, 000 

Amount required to complete the project. ’ 80^ 000 

To afford 6 inches greater depth through the rocky chains, so as to give a 

depth of 4£ feet, would cost an additional amount of. 507,092 

To afford 1 foot greater depth through the rocky chains, so as to give a 

depth of 5 feet, would cost an additional amount of. 1,102, 428 

To afford 2 feet greater depth through the rocky chains, so as to give a 

depth of 6 feet, would cost an additional amount of. 2,403, 590 


DES MOINES RAPID’S. 

Rock Island, III., January 26,1875. 
General: I beg leave to present herewith a report of Capt. Amos 
Stickney, Corps of Engineers, made by my direction, touching the cost 
of the canal, &c., around Des Moines Rapids of the' Mississippi River, 







NAVIGATION OF THE MISSISSIPPI RIVER. 47 

and the cost of deepening this canal, &c., 1 foot, so as to get a depth 
of 6 feet at low water through this improvement. 

An examination of this report shows that this great work (which is 
now nearly finished), when completed under the existing plan, will have 
cost something over $4,000,000, and that to alter it so as to afford an 
additional foot of depth will cost nearly one-fourth as much as the com¬ 
pleted work, besides being attended with serious loss of time before the 
work can be availed of. 

The plan of this work was to give a depth of 5 feet at low water, and 
was adopted by a board of engineers, after duly considering the possi¬ 
bilities of the navigation of the Mississippi Eiver above and below Des 
Moines Eapids. 

In view of the facts set forth above and in the inclosed report of Cap¬ 
tain Stickney, I would respectfully suggest that true economy would be 
opposed to any change iu the plan of this work, at least until it shall 
have been satisfactorily shown that a depth of G feet or more, at low 
water, can be secured and maintained throughout that part of the river 
between Eock Island Eapids and Des Moines Eapids, and through the 
natural obstructions below Keokuk. 

I remain, very respectfully, your most obedient servant, 

J. K. MACOMB, 

Colonel of Engineers. 

Brig. Gen. A. A. Humphreys, 

Chief of Engineers U. S. A. 


REPORT OF CAPT. AMOS STICKNEY, CORPS OF ENGINEERS. 

United States Engineer Office, 

Keokuk, Iowa, January 10, 1875. 

Colonel: In accordance with your directions, contained in letter of 8th December, 
1874, I have had prepared estimates of cost of increasing the depth of water through¬ 
out this improvement to 6 feet in lowest-water stages of the river. The depth as at 
present adopted is 5 feet, and to increase it 1 foot will cost as follows, viz: 

At middle lock. 


480 cubic yards of masonry to take down, at $3. $1, 440 00 

480 cubic yards of masonry to rebuild, at $9..... 4, 320 00 

300 cubic yards of dimension-stone, at $15.-.-.— 4,500 00 

300 barrels of cement, at $2.50. 750 00 

100 cubic yards of sand, at $1. 00 

3,000 cnbic yards of earth-excavatiou, at 50 cents. 1,500 00 

4,000 cubic yards of rock-excavation, at $1.50. 6, 000 00 

4 gates, rebuilt, $2,000 each. 8, 000 00 

Bailing and draining. 1,000 00 


27,610 00 


At guard-lock. 

250 cubic yards of masonry to take down, at $3... 

250 cubic yards of masonry to rebuild, at $9. 

200 cubic yards of dimension-stone, at $15. 

200 barrels of cement, at $2.50.. 

75 cubic yards of sand, at $1. 

3,000 cubic yards of rock-excavation, at $5. 

1,000 cubic yards of rock-excavation, at $1.50. 

4 gates, rebuilt, $2,000 each.- - - • 

Bailing and draining. 


$750 00 
2,250 00 
3,000 00 
500 00 
75 00 
15,000 00 
1,500 00 
8,000 00 
1,000 00 

32,075 00 


Total cost jat middle lock. $^7, ^10 00 

Total cost at guard-lock. 32, 075 00 




























48 


s NAVIGATION OF THE MISSISSIPPI RIVEK. 


Prism of canal from guard to middle lode. 


150,000 cubic yards rock-excavation, at $2.50. $375,000 00 

10,000 cubic yards earth-excavation, at 50 cents. 5,000 00 

Channels at entrance to canal. 

22,700 cubic yards rock-excavation, at $4 . 90,800 00 


Channel at Montrose chain. 

42,000 cubic yards rock-excavation, at $8. ’ 336, 000 00 


866, 485 00 

Add 10 per cent, for contingencies... 648 50 

Total cost of increase of 1 foot in depth. 953,133 50 


The work has already cost, up to the present time, and including the ap¬ 
propriation of June 23,1874. $3, 571,000 00 

Amount estimated to complete it. 480,000 00 


Total cost, according to present plans. 4,051,000 00 

Increased cost for 1 foot additional depth. 953,133 50 

I confidently expect to bring this work to such a state of completion by the fall of 
1875 as to allow of the passage of steamboats; if, however, the plau is so changed as 
to require the additional foot in depth, the completion of the work will be delayed at 
least two years. 

Very respectfully, your obedient servant, 

AMOS STICKNEY, 
Captain of Engineers, Bvt. Major. 

Col. J. N. Macomb, 

Corps of Engineers, U. S. A. 


C C 4 . 

PART OF THIRD SUBDIVISION OF MISSISSIPPI TRANSPORTATION-ROUTE 
REPORT OF COL. JAMES H. SIMPSON, CORPS OF ENGINEERS. 

Engineer Office, United States Army, 

Saint Louis , Aio., January 20, 1875. 

General: In accordance with your letters of Jane 29 and July 22, 
1874, requiring me to survey that portion of the Mississippi River lying 
between the mouth of the Illinois River and the mouth of the Ohio 
River, under the act of Congress approved June 23,1874, containing an 
appropriation for surveys and estimates for the improvements recom¬ 
mended by the Senate Committee on Transportation-Routes to the Sea¬ 
board, &c., and to submit for approval a project for the improvement of 
the river between the points mentioned, I have the honor to present the 
maps herewith and the following 

REPORT. 

The Mississippi River, between the Illinois and Ohio, is divided by 
natural characteristics into three sections. 

The first, extending from the Illinois to the Missouri, a distance of 
twenty-four and a half miles, is distinguished from the other sections by 
comparatively clear water, discolored by earthy and vegetable matter, 
but not sufficiently charged to afford a sediment when the river is below 


















NAVIGATION OF THE MISSISSIPPI RIVER. 


49 


the mean stage, so long as the water is in motion; becoming turbid as 
the river rises, sand, clays, and fine gravel are borne along in consider¬ 
able quantities; the alluvial banks are eroded, and this portion of the 
river becomes assimilated to the section below the Missouri when that 
section is below the mean and approaching the low stage. 

The average slope of this section at low water is 0.440 foot per mile, 
and the current strong. The slope and current depend very much on 
the relative stages of the Upper Mississippi and the Missouri Hi vers, 
increasing or diminishing as the relative volume of the Mississippi 
increases or diminishes. 

From the mouth of the Illinois to Alton, a distance of sixteen and a 
half miles, the eastern shore of the river is a rock bluff rising to a height 
of from 75 to 150 feet, except where broken by ravines and the narrow 
valleys of unimportant creeks. On the west the bank is continuously 
alluvial, and the bottom-lauds are common to the Mississippi and Mis¬ 
souri Fivers, here separated by a neck of laud from two to four miles 
in width. 

The second section extends from the mouth of the Missouri to Com¬ 
merce, a distance of one hundred and sixty-two miles. This section 
derives its distinguishing features from the Missouri; turbid waters, 
shifting bars, and channels, rapid erosions of alluvial banks, and exten¬ 
sive accretions, building up and removing islands, tow-heads, and bat- 
tures, with great rapidity. 

Seen at the higher stages, the crumbling banks falling in masses, the 
spoil of the forests covering the surface, and the boiling, swirling cur¬ 
rent show the power to be encountered; and seen at low water, the 
wide wastes of sand bars, bristling with snags aud drifts of every size 
and shape, with here and there the dismembered skeletons of man’s 
work, memorials of disaster, as forcibly suggest that to undertake the 
control of the forces here developed is no light task. 

From the mouth of the Missouri to Saint Louis, a distance of fifteen 
miles, the river does not touch the bluff on either side. A prolongation 
of the rock-formation of the west side is exposed at the chain of rocks, 
where a ledge extends about one-third of the distance across the river¬ 
bed. The rock probably underlies the alluvium on the Missouri side, at 
no great depth, for a considerable distance below the chain. With 
these exceptions—and the latter is not positively proven—there is 
nothing to check erosion on either side of the river from the mouth of 
the Missouri to Saint Louis. 

Below Saint Louis the river follows the Missouri bluff closely for fifty- 
five miles, the only exception being at Bush Tower Bend, where a former 
island has become connected with the Missouri shore. Above Saint 
Genevieve the river leaves the bluff, returning to it near Saint Mary’s. 
Below Saint Mary’s it trends to the eastward, meeting the Illinois bluff 
at the mouth of the Kaskaskia, and follows this bluff' to Liberty, whence 
it again is turned toward Missouri, reaching the bluffs at Big Eddy, and 
follows close at their foot to Cape Cinq’ Homme. 

Here the valley is at its narrowest, and rock appears on both sides. 
The main Illinois bluff recedes from the river near Liverpool, and the 
river continues along the Missouri bluff. A few miles below, the isolated 
bluff's near Grand Tower are found, on the Illinois side. Low grounds 
to the eastward of these isolated islands of rock indicate that the river 
once flowed to the eastward of them, and that the opening through 
which the river now flows is the result of some unknown operation of 
nature. 

Below Grand Tower the river follows the Missouri bluffs closely for a 


H. Ex. 49-4 



50 


NAVIGATION OF THE MISSISSIPPI RIVER. 


long distance, receding from them near Bainbridge, touching again at 
Cape Girardeau. Here the main Missouri bluff recedes from the river, 
and appears no more. A short distance below Cape Girardeau a de¬ 
pression allows the Mississippi waters in floods to escape into the swamps, 
and thence into the Saint Francis. Bluffs again appear on both sides 
of the river at Cape La Croix, continuing for several miles, and termi¬ 
nating at Commerce, but the bluff on the west is isolated, and appar¬ 
ently has been detached from the Illinois highlands. 

Near Commerce the bluffs recede, and the valley expands into the 
great alluvial basin of the Lower Mississippi. 

Throughout the second section the river is, as a rule, held in on one 
side by rocky bluffs, and is remarkably direct in its general course; only 
when it leaves the bluffs, as noted, does it work out the long, sweeping 
curves to be expected in great rivers. 

Below the junction of the Missouri and Mississippi the waters of the 
two rivers flow for many miles side by side with a distinct line of divis¬ 
ion. As far down as Carondelet, muddy water from the Missouri may 
be dipped on one side of a boat, and the comparatively clear water of 
the Upper Mississippi from the other. Long after the line of division is 
lost to the eye, the difference in the water obtained from different sides 
of the stream is strongly marked. 

The river receives in this section two tributaries of considerable size, 
the Meramec from Missouri, and the Kaskasia from Illinois. But their 
contributions to the volume are too small at low stages to have much 
practical influence upon the navigation, and but little upon the im¬ 
provement of that navigation. The contributions of sediment, though 
considerable at times, are usually so small, compared with the immense 
quantities brought in by the Missouri, and excavated by the river itself 
from its banks and bed, that its effect is not discoverable. 

The valley throughout this section, except near Grand Tower and at 
the Grand Chain, is from three to eight miles in width. Nearly the 
whole of this area is subject to overflow in time of floods. The ground 
generally slopes back from the river to the sloughs and lagoons with 
which the bottom is interspersed; and, as in like manner the ground 
slopes from the farther bank of the slough or lagoon, the probability 
that these lagoons have at some time been channels carrying large vol¬ 
umes of water is established. Many think it proves them to be sites 
of old beds of the river, a conclusion which is possible but not neces¬ 
sary, since any considerable volume of water, escaping over the banks 
of a minor channel, would explain the terraced formation which char¬ 
acterizes these river-bottoms. 

The third section extending from Commerce to the mouth of the Ohio, 
a distance of thirty-seven and a half miles, derives its distinguishing 
characteristics from the entrance into the alluvial region, where the uni¬ 
form texture of the soil allows the river to shape its course without 
restriction ; and, secondly, from the influence of the Ohio. 

The times of flood of the Ohio and Mississippi are very different; and 
as the Ohio alone is able to cause a rise to a stage 40 feet above low 
water, when the Mississippi is comparatively low, the phenomena of 
back-water are of frequent occurrence, and its ordinary influence ex¬ 
tends as far as Commerce, frequently farther. When the Ohio is high 
and the Mississippi low, the current through this section is slack, but 
when the conditions are reversed the current becomes very rapid. Owing, 
in a great measare, to these excessive changes of velocity, the channel 
is very unstable and the erosions extensive, as also the accretions. 


NAVIGATION OF THE MISSISSIPPI RIVER. 51 

The foregoing are the principal distinctive feature of the sections as 
they present themselves to the eye. 

It must not be understood that the description above refers to the 
navigable channel, when the river is spoken of as following the bluffs, 
or in stating that the course of the river is remarkably direct. The bed 
of the river is so broad that the channel meanders from side to side 
within the bed just as the bed itself meanders in the valley from bluff 
to bluff, and as by erosions and deposits the bed of the river, in long 
periods of time, traverses the valley, so the channel traverses the bed 
from bank to bank, justifying the remark often heard, that “not a square 
rod of the bed could be pointed out that had not, at some time, been 
covered by the track of steamboats.” 

The movement of the bed is ordinarily so slow that the impression 
to a casual observer would be that, as a general rule, the chauges of the 
river were comparatively slight and of no great importance, as they do 
not, within short periods, so completely alter the contour of the bends 
and reaches as to attract notice. Local observers, on the other hand, 
noting the disappearance of landmarks, realize that the changes are 
great, and, keeping no exact record, naturally take an exaggerated idea 
of the extent and rapidity of the changes. 

The shifting of the navigable channel is continual, sometimes in pro¬ 
gressive movement; often in sudden leaps; the water forsaking one 
course and cutting out a new channel, in a very different direction^ with 
very little warning. 

The unstable character of the bars and channels renders it impracti¬ 
cable to execute surveys and maps giving in detail the hydrography of 
the river or the exact form of the bars. If, by elaborate survey, these 
features were determined, by the time the maps could be executed the 
changes would be so great as to render them useless for any practical 
purpose. For this reason maps, descriptions, and plans relating to the 
Mississippi must of necessity be confined to general features; details 
would tend to confuse and deceive rather than assist in comprehending 
the real character of the river, and the mode of dealing with it practi¬ 
cally. 

The surveys executed under the act of Congress of June 23, 1874, 
furnished only part of the material for the construction of the maps sub¬ 
mitted herewith, and could not do more because of the limited amount 
of the appropriation. The map from Alton to the mouth of the Meramec 
is constructed from surveys made in 1870, 1871, and 1872, and does not 
show the present river as faithfully as could be desired. Very impor¬ 
tant chauges have taken place at and below the mouth of the Missouri 
since these surveys were made. Below the Meramec, the shore-lines, at 
all points where improvements are desirable, were determined by actual 
survey during the season of 1874. At such parts of the river as are now 
unobstructed by bars, the shores are taken from the best data of former 
surveys, corrected by reference to the points established by the trian¬ 
gulation made in 1873 and 1874. Although not strictly accurate in 
matters of detail, the fixed triaugulation-points forbid errors of sufficient 
importance to vitiate any conclusions that will be drawn from these 
maps. The small scale of the maps submitted, and the fleeting charac¬ 
ter of hydrographic features in a silt-bearing river, prevent any attempt 
to show soundings. A dotted line shows in important localities the 
channel as it existed at the time the surveys were made, and does not 
profess to show the channel during the season, nor as it existed at any 
specified date for the whole length of river shown. A considerable por¬ 
tion of the survey was made when the water was at the mean stage, 


52 


NAVIGATION OF THE MISSISSIPPI RIVER. 


another part at a stage approaching low water, but none at extreme low 
water. Consequently it must be borne in mind that the channel marked 
out is more direct than a low water channel. 

Detail maps of the several localities have been prepared for special 
studies of localities. 

The surveys already executed afford much valuable information as to 
what the tendencies of the river are, but do not give any information as 
to what has been or what will be. It is essential that a continuous 
series of surveys should be made henceforth, as long as the improve¬ 
ment of the river is incomplete; and it is to be regretted that no sur¬ 
veys were made previous to 1873 which can be made available in the 
study of the physics and hydraulics of this portion of the Mississippi. 
Regretting the omission of the collection of data in the past, the neglect 
of observations and full records now would be inexcusable. 

The value of the triaugulation lately made in fixing points of refer¬ 
ence, by whose aid each special survey can be located in its proper place 
and relations, and the exact changes of the river indisputably deter¬ 
mined, has been very great. The necessity for a triangulation, includ¬ 
ing the whole valley from bluff to bluff, at an early date, is apparent, to 
secure and verify the position of points along the river, the greater part 
of which are liable to destruction. 

In addition to surveys, as ordinarily understood, full records of ob¬ 
servations of stage should be kept, frequent measurements of the dis¬ 
charge made, especially at the extreme stages, and special investigations 
of the movement of silt, in bodies and in suspension. 

Discharge-measurements were made during 1873 and 1874 whenever 
the surveying-party should find a suitable place and opportunity to take 
the necessary observations without too great sacrifice of other duties. 
The series is short, and observations were never taken twice in the same 
locality; consequently the results must not be considered final nor the 
conclusions indicated as anything more than approximations. 

Table of approximate discharges, $c. 




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cs © 

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c- £s 

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p, o 




Localities. 

° * 
§*S 

© 

03 

' •§ 

c3 

•a 

1 

P. 

© 

-a* 

a P< 

6 

Remarks. 

5 

rO 

Q 

a 

fc 


33 ® 
?£ 

5* 

O 

c$ 

fi 

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Width. 

nj 

B 

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B -g 

P 

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CD 

Q 




Feet. 


Sq.feet. 

Feet 

Feet. 

Feet. 

Cu.feet. 


1 

Below foot of Carroll’i 

21.8 

May 17,1873 

73, 664 

2, 500 

29.4 

5. 005 

368, 747 



Island. 





2 

Brickey’s mill. 

19.6 

July 23 and 

54,152 

1,850 

20.9 

5. 209 

282, 108 




24,1*73. 






3 

One mile above moutb 

14. 54 

July 13,1874 

39, 508 

2, 425 

16.3 

5.13 

202, 524 

River rising 0.2 ft. 


of Ohio River: 




in 24 hours. 

4 

Ph ladelphia Point... 

11.75 

June 5 and 6, 

42,187 

3, 740 

11.2 

3.51 

148,103 

River falling 0.5 ft. 


Three-quarters mile 
above Chester. 


1874. 





in 24 hours. 

5 

10. 25 

Aug. 23,1873 

26, 912 

1, 740 

15.5 

3. 69 

99, 312 

River falling 0.18 ft. 
in 24 hours. 

6 

Near foot of Arsenal 
Island. 

6.0 

Dec. 4 and 5, 
1874. 

26,281 

2, 500 

10.5 

2. 80 

72, 487 

River falling0 25ft. 
in 24 hours. 

7 

Cape Girardeau. 

6.9 

Oct. 23 and 

20, 756 

1,730 

12.0 

3. 44 

71,413 

River falling 0.2 ft. 




24,1873. 





in 24 hours. 


None of these measurements affording an extreme low-water discharge 
between the mouths of the Ohio and Missouri Rivers, we are compelled 
to deduce it approximately from the observations made at compara- 





















NAVIGATION OF THE MISSISSIPPI RIVER. 53 

tively low stages. Referring to the table and comparing the two obser¬ 
vations numbered 6 and 7, when the stages of water were, respectively, 
6 feet and 0.9 feet above low water, it will be observed that the amount 
of the first was 72,487 cubic feet, and that of the latter 71,413 cubic feet, 
the former exceeding the latter by 1,074 cubic feet, although taken ap¬ 
parently at a lower stage of water. 

Accepting these results as approximately correct, they suggest the 
fact that the bottom rises and falls to a certain extent as well as the 
water-surface 5 hence, it is not possible, having a true cross-section at 
one stage of water, and knowing the velocities at much lower stages, to 
obtain a discharge for those stages by making the proper reduction in 
depth and corresponding reduction of sectional area; for the area may 
be lessened by deposits or increased by the scour during the interval. 

Now, if a section of river could be found having an unchanging bot¬ 
tom, by the proper reduction of cross section to the low-water stage, we 
might be able to obtain an approximate discharge for extreme low 
water. This condition is approximately fulfilled at the Chester section, 
where the bed of the channel proper is solid rock. The proper reduc¬ 
tion being made, the sectional area becomes 14,986 square feet. 

The velocity at this section for a low-water discharge is arrived at in 
the following manner: 

Comparison of the stages of water when the Cape Girardeau and 
Chester discharges were taken, shows that there is an apparent differ- 
ence of elevation of 3.35 feet. The Chester section reduced to this 
stage gives a sectional area of 21,805 square feet. Comparing this area 
with that obtained at Cape Girardeau, by observation it was found to 
be 1,049 square feet in excess. Now, since this area obtained by reduc¬ 
tion is greater than that obtained by observation, the velocity must 
be less at Chester than at Cape Girardeau. Dividing the discharge ob¬ 
tained by observation by the sectional area obtained by reduction, we 
obtain for a velocity at this stage (6.9 above low water) 3.28 feet per 
second. Assuming that this velocity continues to diminish in the same 

(Y_y / \ td'—d") 

ratio - d—-d' -=V / —V" to a low-water stage, we obtain 2.44 

feet per second as the velocity for a low-water discharge at the Chester 
section. 

We now have the probable low-water area, 14,986 square feet; and 
the probable low-water velocity, 2.44 feet per second; their product, 
36,565 cubic feet, is the probable low-water discharge. We can now 
assume any mean depth of water as a minimum ; 10 feet would prob¬ 
ably be most desirable. By using this depth (or any other desired) and 
the low-water discharge as constants, we can ascertain the proper width 
of water-way at different localities where different velocities exist. 

The following table is presented as an application of this : 


Discharge velocity. = sectional area — mean depth = -width water-way. 


36, 565 

2 feet per second. 

18,282 

10 feet. 

1,828 feet. 

36, 565 

3 feet per second. 

12,188 

10 feet. 

1,218 feet. 

36, 565 

4 feet per second. 

9,141 

10 feet. 

914 feet. 


The fallacy in the reasoning by which the above conclusion is reached 
lies chiefly in the assumption that a stage of 6.9 feet above low water at 
one point corresponds to the same stage at a point seventy miles dis- 










54 


NAVIGATION OF THE MISSISSIPPI RIVER. 


tant. The exact low-water reference being unknown as yet at the locali¬ 
ties where these discharges were taken, the conclusions reached are far 
from satisfactory, but are the best approximations now available. 

No observations having been made during an extreme high-water 
stage, no data exist for determining the proper width between outer 
levees; therefore no attempt can be made to determine this until more 
extensive observations have been made bearing on the subject. 

From such observations as are on record, it is believed that at a bank- 
full stage, about 25 feet above low water, 3,500 feet is the proper ap¬ 
proximate width. 

The unstable character of the Mississippi has its origin in the rapidity 
of the currents, the excessive variations of volume, and in the loose 
texture of the soil through which the river works its way. Since none 
of these causes of instability can be changed or modified essentially, it 
is necessary to accept this character as an absolute condition, and study 
its phenomena, in order to gain acquaintance with the laws or general¬ 
ized facts, and thus be able to obtain the assistance of nature’s forces, 
rather than contend against them. 

Soundings, taken at various times and localities, prove conclusively 
that the depth of water in the river does not follow the rise and fall of 
the surface as given by gauge-readings. While one would not be justi¬ 
fied in asserting it as a fact universally, it is abundantly proven that the 
bars, at least, rise and fall with the water to a degree that can best be 
expressed in the statement that a wave of sand accompanies the wave 
of water in a rise, but moving at a slower rate. 

If a cross-section of the river be taken during high water, the sound¬ 
ings, reduced by the known height of the surface above low water, will 
become zero, or even a minus quantity in many sections, and always 
much smaller than the depth known to exist at the same locality at low 
stages. 

Again, comparing the depth at various low stages upon the same 
bar, it will be found that the depth upon the bar does not increase or 
diminish in the same ratio as the water rises or falls, but, contrary to 
what would be expected, the depth often increases as the river falls, 
and diminishes as the water rises on the gauge. In the language of 
boatmen, the bars “ cut out ” in a falling and “ flatten out ” in a rising 
river. 

Since we know that, at ordinary high waters, the low-water channels 
are completely filled with sand, or very nearly so, the question is sug¬ 
gested whether in great floods the same is not true in a greater degree; 
in other words, whether a considerable part of the ordinary river-bed 
is not occupied by sand instead of water f If this be so—and facts, so 
far as observed, indicate that it is—the height reached by floods 
depends upon the amount of sand accumulated in the bed as much as 
upon the volume of water passing; and, moreover, it becomes probable 
that the influence of tributaries, in raising the river, often exceeds the 
ratio of the volume of water they contribute. As they come in at times 
very highly charged with sediment, especially the Missouri, a portion 
of this sediment is deposited, occupying and obstructing the water-way. 
The remainder, borne along mingled with the waters, and thus diminish¬ 
ing their fluidity, and therefore the velocity of the flow, also assists in 
the heaping up of the waters. 

At first thought the discussion of flood-phenomena may not seem per¬ 
tinent to the subject of improving the channel. Since navigation is not 
mpeded at floods, many hold to the opinion that, so far as navigation is 


NAVIGATION OF THE MISSISSIPPI RIVER. 


55 


concerned, the river at its higher stages may be left to itself, and that 
practical operations for improvement should be limited to the low-water 
bed, and look only to deepening the water over the bars. 

But if the sand-wave fills the ordinary bed at times of flood to any 
great extent, there is reason to apprehend that an entirely new channel 
may be made, flanking the works of improvement, and disturbing the 
channel above and below for considerable distances. Moreover, there 
must always be a period, during the decline from a flood-stage, when 
the channel maintained by the flood must change, to adapt itself to the 
diminished volume; for the floods, following the straightest cuts and 
along the shortest lines, convey the heavier and harder materials with 
them. The low-water volume, small in quantity and possessing less 
power, generally works its way through the softer portions of the bed 
along the bends, &c. 

The shifting of the channel, due to the varying volume of water, is a 
fact observable in all rivers, and the Mississippi differs only in that the 
changes are more radical. During the transition period, the channel 
must be uncertain and comparatively shoal; and the only remedy is to 
control the flow at all stages, at least to the extent of keeping the per¬ 
manent low-water channel within the width of the channel at ordinary 
high water. As the high-water channel is always much wider than the 
low, this would seem to be practicable, the main difficulty arising from 
the fact that the low-water channel is much more tortuous than the high. 

Considered as to hydrography and the direction of the currents, the 
Mississippi, when low, is not the same river as when high, and obviously 
the problem of a permanent and complete improvement involves the 
reconciliation of these diversities. 

The bars in the Mississippi are chiefly composed of movable sand, and 
travel down stream at a rate in proportion to the velocity of the current, 
changing their shape as they pass the bends of the river or meet with 
obstructions that lessen the velocity, or deflect the current from its nat¬ 
ural direction. 

These bars overlap each other so that a longitudinal section of the 
river-bed would show inequalities similar to the surface of a shingle roof, 
as shown by the full lines in Fig. 1. 

The dotted line shows the changes that are constantly taking place in 
the surface of the bars. The material from a a a is deposited in the 
dead angle b b b, the bars preserving substantially their shape, but 
traveling down stream. A plan of sand-bars upon a perfectly straight 
reach of river, which presents a cross-section approximating the trape¬ 
zoidal form, the crest of the bar being the highest about midway be¬ 
tween banks, is shown in Fig. 2. 

Of course we do not find this regularity in all parts of the river. In 
fact, if it were possible to make the river perfectly straight, it would 
not long remain so, unless the banks were protected from erosion. 

We usually find reaches, which are straight in general direction, 
broken up into very short curves and approaching the form presented 
at well-defined curves, as shown in Fig. 3. 

The introduction of any foreign substances, such as snags, drift-piles, 
&c., will change materially the shape and movement of the bars; so 
also will the curves of the banks. When the river rises the movement 
of the bars is more rapid, and as the bottom of the river also rises and 
falls again with the water, a channel is then formed in a new place as 
the water recedes, the crest of the bar giving way at its lowest point, 
which is usually nearest the shore, generally leaving a pool of water 


56 


NAVIGATION OF THE MISSISSIPPI RIVER, 


below each bar, and the low-water channel winding from side to side 
under the crests of the bars and through the pools. 



















NAVIGATION OF THE MISSISSIPPI RIVER. 


57 


The foregoing is given as a generalized statement of the form of the 
bars, and suggests that the position of the bars is determined by the 
outline of the banks. The frequent apparent exceptions found in the 
Mississippi are reconcilable by keeping in mind a distinction between 
the banks of the low-water river and those of the river at high stages. 
The dry bars form secondary banks at low stages, and to these banks 
the extreme low-water channels conform. 

It is a fact well known that in the case of rivers flowing through 
alluvion the channel follows a succession of curves, convex connecting 
with concave, and that the deepest water generally follows the concave 
bank. The steamboat crossings are along diagonal lines, running from 
near the lowest point of one concavity to a point above the apex of its 
alternate opposite concavity. 

From some observations made upon the Garonne, the point of deepest 
water in a bend was found to be several hundred feet below the apex of 
the curve, and the shoalest water along a convexity, at about the same 
distance below its apex; even where bounded by rocky banks, this effort 
at curvatures is apparent. Two instances of it may be pointed out, 
viz: at Cape Cinq Homme, where the right-hand bluff above the 
point is slightly concave toward the river. The channel, following 
this bluff closely, makes, after passing the point, a reverse curve of con¬ 
siderably smaller radius, evidently limited to this degree by the rocky 
Fountain Bluff. At Cape La Croix the case is still analogous, though 
the channel curves sharply round the point and straightens down to the 
Grand Chain. 

Even in rivers flowing through alluvial beds, the apparent anomaly 
of the channel being found directly under the point occasionally obtains, 
and can be explained by the fact that the velocity carries the gravel 
and other hard materials past the point, the inertia of the moving mass 
being so great as to keep it in its direct path until arrested by the 
opposite shore. 

The channel through the section between Commerce and the mouth 
of the Ohio is subject to greater variations than the other sections 
because the soil is more uniformly alluvial, and the variations of velocity 
very great. As already stated, the current is slack when the Ohio is 
relatively higher than the Mississippi; at such times much of the sedi¬ 
ment brought to this section must necessarily be deposited by the com¬ 
paratively still water; to be removed in whole or in part when, the 
conditions being reversed, the current through this section becomes 
more rapid than at any other part of the river. The changes consequent 
upon these variations of velocity differ in degree only from those occur¬ 
ring in other sections, and will require greater care and expense, in any 
works for its improvement, than elsewhere, but there is no reason to 
doubt that success can be assured in the application of the same general 
system. 

The banks of alluvion in all the sections are light and movable, with 
strata of quicksand underlying or outcropping in many places. These 
banks are constantly changing from the action of the current upon them. 
In addition, the water, when high, saturates the bank, while, at the 
same time, it aids in supporting it. As the water falls, the saturated 
earth, under its increased weight, and its tenacity lessened by satura¬ 
tion, falls off in large masses, and is taken up by the current. The 
quicksand, semi-fluid as it is, when it moves laterally, removes the sup¬ 
port of the superincumbent mass, another cause of slides. 

Another patent cause of action upon the banks comes from the waves 
of passing steamers, and their action has been found energetic enough 


53 


NAVIGATION OF THE MISSISSIPPI RIVER. 


to affect the bank, even when revetted with stone, the wave action being 
propagated through the interstices of the revetment-stone. 

At what depth the bed-rock underlies the sand, gravel, &c., of the 
river is only known for a few places where borings have been made. 
But the question cannot have much practical bearing, since the depth 
to the rock is usually so great as to forbid the idea of seeking rock- 
foundations. 

The transportation of sediment by running water is a topic that has 
been often discussed, and many theories advanced to explain the facts. 
The discrepancies of the theories even now held by different writers is 
proof that the facts have not been collected and studied to a degree 
justifying any statement being put forward as absolute truth. 

It is recognized that the power to abrade and transport is related to 
the velocity; also to the character of material. Besides these obvious 
elements there are others—continuity and change of direction and 
depth—which have an undoubted influence; but the relative power of 
each element in producing the result is wholly undetermined; nor is it 
certainly known whether all the elements have been discovered. 

A shade of the truth probably pervades all the theories, but mixed 
with much error, arising from their having been based upon the study 
of a single stream, and that presenting probably extreme conditions. 
From France comes the theory of the controlling influence of breaks 
in the continuity of the direction or in the changes of direction; from 
India, the theory that water, flowing between banks or over beds of 
loose material, carries a load of sediment, bearing a fixed ratio to the 
velocity, subject to modifications by depth, and, of course, the character 
of the material carried. Briefly stated, in a river flowing in a bed whose 
material is uniform, the amount of sediment borne varies directly as 
the velocity and inversely as the depth ; and that the water passing 
any section is always charged with the full amount of matter which it 
is capable of carrying. Consequently, the load borne varies with every 
change of velocity, however slight: dropping a portion of the load when 
velocity is diminished from any cause, producing sand-bars, and recov¬ 
ering its load by attack on the bottom or banks when the velocity 
increases resulting in erosions; while with a uniform velocity, neither 
erosion nor deposit can take place. According to this theory, uniform 
motion,, with its attendant saturation with sediment, should be the 
object. 

According to the impact and friction or change of direction theory, 
deposits are inevitable if sediment is borne, and erosions must occur if 
the angle of impact exceeds a limit proportioned to the resisting power 
of the soil; consequently, according to this theory, the object is to dimin¬ 
ish the amount of material in motion, to prevent deposits, and to check 
erosions by protecting the banks exposed to attack, and to prevent the 
occasion for injurious action by securing an unbroken continuity to direc¬ 
tion, and reduction of the angle of impact by regulating the outline of 
banks to a succession of osculating curves. 

Experience has shown that practice under the latter theory is attended 
with success. The former theory rests upon observations, but has not 
been tested by practical works for the improvement of rivers based upon 
the principles given. One prominent fact observable on the Mississippi 
is contradictory of the practical part of the equilibrium or India theory, 
for, as has already been stated, the waters of the Mississippi and Mis¬ 
souri Bivers flow side by side for many miles, with a distinct line of 
division between clear and muddy waters. Where the waters of these 
rivers first come in contact, the clear water of the Mississippi is pressed 


NAVIGATION OF THE MISSISSIPPI RIVER. 


59 


against the alluvial bank on the Illinois side, which it cuts into rapidly, 
and in the clear part of the river is found the deepest water and most 
rapid current. Passing into Sawyer Bend, on the Missouri side, the 
Missouri water comes in contact with a bank similar to that previously 
pressed by the Mississippi waters, and, although thick with sediment, 
the erosion at this place fully equals that above; continuing past the 
city of Saint Louis, the water comes to the bridge with the line of divis¬ 
ion yet distinct, and immediately below the clear Mississippi water 
presses upon a bar upon the Illinois side w ithout any remarkable attack. 
Thus it may be traced until the difference in the waters fades out, but 
without developing anywhere the marked erosions of the Illinois bank, 
or the alternative extensive deposits on the Missouri side which the 
theory would demand; for, according to it, it should be impossible for 
two neighboring fillets of water to flow over the same bed, and with 
equal velocities, without carrying an equal load. The case has been 
traced so far that each kind of water has undergone both increase and 
diminution of velocity, and many changes of depth and direction. 

Many facts are required to establish a theory; one, if unreconciled, 
can disprove it. When the attention of the author of this theory was 
called to the fact here presented, he replied: 

* * * In the examples of the large American rivers you refer to, where the Mis¬ 

souri brings down water quite turbid, while the Mississippi is nearly a clear stream, I 
would observe that, where the load of solid matter held in suspension is not probably 
the one-thousandth part of the weight of the water flowing down, it may be practically 
impossible to observe any retarding of the velocity on account of the load transported ; 
but with such torrents as above described,* bringing down a large percentage of solid 
matter, and with water loaded with sewage, I believe it is possible by experiment to 
discover a difference in the velocities, as compaVed with pure water with the same slope 
and transverse section. 

The examples above given of water flowing at great velocities, pitching about bowl¬ 
ders, show that a certain power must be exerted which offers some resistance to 
the flow of the water, and if so with rocks or bowlders forced to bound forward, so with 
shingle, sand, or the finest particles of clay will the flow of every stream be somewhat 
retarded in some proportion, due to the quantity and quality of the load transported. 
In the case of the Missouri River, I believe that it will be found that the rock and soil 
of which its catchment basin consists is composed of materials that have already 
undergone the abrasion of water, while that of the Mississippi will be found more crys¬ 
talline, and sand will predominate instead of mud. In proof of the power of flowing 
water picking up its load, I may here state that in the cold season the water is quite 
clear, and a rupee can be seen at depths exceeding 10 feet at the head of the Ganges 
Canal; at the sixth mile the rupee is lost sight of at 5 feet below the surface; at the 
twelfth mile, about 4 feet; at 3 feet depth the rupee can be seen some twenty miles 
down the canal; and so on did the muddiness of the water go on increasing till about 
the fortieth mile, when a saturated load of solid matter was attained. It was there¬ 
fore in these first forty miles that all serious action on the canal bed and banks took 
place prior to the time I held up the surface of the water at the falls; and in my report 
of November, 1861,1 estimated the cutting that had then taken place in the first forty 
miles at some eighty or ninety millions of cubic feet of earth. It was by observing 
this cutting in the upper portions of the canal, and the tendency of the stream to 
change its channel lower down, which led me to think of this abrading and transport¬ 
ing power of water; and it was my native foreman, Sahib Sing, who first drew my 
attention to the fact that this abrading action on the bed only took place when the 
water admitted into the canal was comparatively clear, and not when the Ganges was 
in flood, passing down turbid water, which can only be compared to pea-soup, for nearly 
six months in the year. 

The writer of the above, in dwelling upon the turbidness of the water 
in question, seems to have lost sight of the fact, or at least does not 
seem to attach much importance to it, that large quantities of matter 
may be held in solution, the capacity for which varies with different 
soils; also, of the fact that the capacity of a stream to abrade is mainly 
due to its living force, (M V 2 ,) a function of its mass and velocity; and 


* Certain mountain-torrents in India, here referred to. 




60 


NAVIGATION OF THE MISSISSIPPI RIVER. 


that the factors may change and the product remain the same. The 
resistance to abrasion depends upon the nature and shape of the banks 
and bottom. The matter becomes complicated when taken up in this 
shape; and while Mr. Login’s statement of facts is entitled to full respect 
and belief for the locality to which he refers, it does not follow, by any 
means, that the theory is applicable to the Mississippi River. 

In the first part of the foregoing extract Mr. Login is defending the 
proposition that the transportation of sediment, being work, must be at 
the expense of force, and, in the case of running water, gravity being 
the moving force, its expenditure must diminish the velocity. Whether 
this be accepted, or the view taken that mixture of foreign matter 
diminishes the fluidity of the water, is practically immaterial; the 
velocity would be less in either case than for pure water, though, as he 
says, the effect would be inappreciable except in extreme cases. The 
proportion of sediment in this part of the Mississippi River under dis¬ 
cussion has been stated, in a report made to the public-school board of 
Saint Louis, to be P art * n volume. Noting that Mr. Login likens 
the sedimeut-saturated waters he observed to pea-soup, and remember¬ 
ing that his idea of pea-soup is English, it is evident that the waters of 
the Mississippi do not approach such saturation ; consequently, the 
theory does not apply practically to the Mississippi. 

Mr.- Login’s observations show that the point of saturation is some¬ 
times reached; and he does not assert that water flowing over an unsta¬ 
ble soil is always so saturated; rather the contrary ; for he says that it 
required the active erosion for a distance of forty miles in the Ganges 
Canal before the point of saturation was reached. The violent and 
unwarranted assumption that a given current is always charged with 
the full load of solid matter that it is able to carry has been added to 
his statement, and is abundantly disproven. 

Passing from theory to the practical question of securing the object 
definitely placed before us by the order of Congress requiring this survey 
to be made, which was to obtain plans and estimates for the improvement 
of the Mississippi, so as to secure a navigation affording a depth of at 
least 6 feet, at the lowest stages of water, from the mouth of the Illinois 
to Saint Louis, and 8 feet from Saint Louis to the mouth of the Ohio, the 
first inquiry is concerning the character of the navigation desired. Since 
the requirement specifies the lowest stages of water, it must be under¬ 
stood that the same or a greater depth is expected at all stages above 
the lowest. The lowest stage known does not occur when navigation is 
practicable in the section of river under consideration, being a conse¬ 
quence of ice-gorges above the point of observation, acting as dams in 
cutting off for a time the supply of water to the river below, which, 
therefore, drains out. Such abnormal occurrences cannot be provided 
against. 

Taking the lowest stage to mean the lowest occurring when navigation 
is not suspended by the rigor of the season, the obtaining of the depths 
specified at that stage does not necessarily imply the existence of that 
or a greater depth at all higher stages; for, as has already been stated, 
the channel-depth sometimes increases as the river falls. 

The depth of a river depends upon the form as well as upon the area 
of cross-section, and a large area may, from immoderate width, afford 
less depth than a smaller but narrower section—a consideration of great 
importance in determining the plan of improvement. 

Another requirement of improved navigation is, that it should be re¬ 
liable. The possibility that an improved navigation, after being avail¬ 
able for one or more seasons, may deteriorate, would forbid the iuvest- 


NAVIGATION OF THE MISSISSIPPI RIPER. 


61 


ment of capital in floating stock and the other facilities requisite to the 
transaction of business. Commercial relations are so extended and deli¬ 
cate that an inferior and more costly route of transportation will be 
preferred to one having the advantage in these respects, but which can¬ 
not be relied on for future engagements. This quality being in some 
degree wanting in the Mississippi route, is one of the principal reasons 
why the business of transportation upon this route has not kept pace 
with the development of the territory it drains. 

The demand, then, is, first, that a good navigation be obtained ; sec¬ 
ond, that it be maintained. 

The magnitude of the river and of the interests at stake, which occasion 
the demand for its improvement, measure, the one the task, the other 
the means of accomplishing it. How great these are, it is not the de¬ 
sign here to consider; but it is assumed that they are in due proportion, 
and that the only questions before an engineer are, what can be done, 
the plau of operations, and the mode of conducting these operations. 

The first demand, that a good navigation be obtained, is satisfied with 
depth of channel. Combined with the second, that it be maintained, 
the continued existence of the channel is required, or the provision of 
ample and efficient means for its restoration, whenever impaired, so 
quickly, that practically no interruption shall occur. The first alterna¬ 
tive implies permanent works; the latter may be satisfied by tempo¬ 
rary. 

Many persons, as before adverted to, hold to the opinion that atten¬ 
tion should be confined to the amelioration of the low-water channel, as 
it defines itself year by year. Therefore, a consideration of the various 
modes of effecting a temporary benefit is necessary to a fair discussion 
of the subject before us. 

The effort for this purpose must be directed to opening a passage 
through each bar as required, and as the bars, or reefs, are compara¬ 
tively short in the direction of the channel, it is supposed that all that 
is needed is to make through the crest of the reef an opening wide 
enough for navigation, and that the increased strength of current will 
keep it open for the remainder of the low-water season. If it were 
possible to consider the reefs as abiding in nearly the same position 
throughout a season, this mode of opening a channel would be simple 
and apparently easy; as the appliances used, after accomplishing the 
end at one locality, could be moved to another, and thus, in succession, 
a single equipment would answer for a considerable extent of river. 
But as the sand reefs have a progressive motion in many cases, oblique 
to the line of deepest water, the channel is crowded out of its first 
position, and a new crest is formed, a process which can repeat itself 
many times in a season. This tendency, in connection with the shifting 
of the channel already mentioned, as attending decrease of volume, 
will make frequent returns of the equipment to the same locality neces¬ 
sary, and instead of maintaining a good navigation over a long extent, 
it will be found in practice, that, to be effective, an equipment would 
find full employment upon two or three crossings, and while an opening 
is being made" the appliances must occupy the channel; which is a 
serious objection. In order that these opened passages may maintain 
themselves, it is necessary that the additional area obtained in the 
channel should be compensated by the filling, or obstructing, of an 
equivalent area from some other part of the cross-section, outside of the 
channel; otherwise, we expect the impossibility that a certain volume 
with unchanged or increased velocity should fill an increased area. 

These remarks apply with equal pertinence to two classes of appli 


62 


NAVIGATION OF THE MISSISSIPPI RIVER. 


ances, viz, scraping, dredging, or agitating machinery, and portable 
dams. Comparing the merits of these classes of devices, the advan¬ 
tage would be in favor of portable dams in first cost and operating ex¬ 
penses. Both classes have been tried, and have demonstrated their 
ability to open a way through a reef; but the results have not been satis¬ 
factory hitherto, because not lasting. It may be objected to this state¬ 
ment that the permanency of channels opened by portable dams has 
not been tested, as the only extended series of experiments on the plan 
of opening bars has been with the Long scraper; but it must be admitted 
that the performance of an opened channel cannot depend upon the 
means by which the opening was made when the means are removed 
from the scene. The competition between devices for this purpose is 
limited to cost and efficiency in opening, and it is not the purpose here 
to discuss the relative merits of devices, but to consider the results 
which may be attained by their use. Experience indicates that to 
maintain a channel in this way would require an equipment for each 
section of 10 miles, to be kept in active operation during the low-water 
season of each year for all time, and the results then uncertain, and 
a serious disadvantage attending the application of the system. 

A permanent improvement must of necessity be designed and exe¬ 
cuted in entire harmony with the natural laws of the river. A mighty 
river is impatient under restraint; can be led, but not driven. Iu one 
sense, the difficulty of executing a plan of improvement increases much 
more rapidly than the size of the stream ; in another sense, the potent 
forces, judiciously handled, can be made to do no inconsiderable part of 
the work. 

Permanent works may be considered as serving a twofold purpose : 
first, to obtain and maintain a good navigable channel; second, to 
protect the adjacent lands from erosion and overflow. The navigation 
interest is without question the only one now to be considered ; but the 
landed interest will certainly derive important incidental advantages 
from the permanent improvenent of the channel. 

The maintenance of a good navigable channel requires— 

1st. Sufficient depth at all stages. 

2d. A judicious location. 

3d. Stability in position. 

4th. Facility of approach to landings. 

5th. Easy changes of direction. 

6 th. Moderate velocity of current. 

These requirements stand above in the order of their importance.. 
The first is a condition-precedent, and must be satisfied. In solving the 
problem of securing depth of water, we have to deal with certain ele¬ 
ments, all to some degree variable, either naturally or artificially, and 
the combination of the whole fixes the depth at any given time and 
place. These elements are width, volume, and velocity; and the latter 
term depends upon the slope, or descent, and distance, as its controlling 
elements. Of the terms of this function the slope is fixed naturally, if 
we compare the elevations of geographical poiuts connected by fixed 
lines; but if the length of the lines can be varied, then to that extent 
slope is an element subject to control; also, the same result may be 
reached by producing a different distribution of the fall. To deepen a 
chaunel by changing its slope would be equivalent to lengthening the 
river. (The change of distribution of fall involves its concentration by 
dams, a method clearly inapplicable to a large silt-bearing river.) 

Volume is an element which, for periods of time, is fixed naturally; 
but the discharge may be distributed artificially, so as to be more nearly 


NAVIGATION OF THE MISSISSIPPI RIVER. 


63 


uniform than the supply. The proposition to feed rivers at low stages 
from reservoirs filled at the higher is practicable with small streams, 
but for large rivers, the areas required for reservoirs and the cost of 
retaining-dams become so enormous as to render the proposition 
impracticable. 

The element of width is so evidently within the range of control, that 
no argument is required to establish the position that contraction of 
widths is the easiest and most practicable mode of increasing the depth 
of channel in all cases where the volume is practically beyond our abil¬ 
ity to control; in some cases, in addition to contracting width, it would 
be advisable to lengthen the channel. It will be seen that shortening 
must be avoided, as a rule; for the effect of a shortened course is to in¬ 
crease the slope and velocity, which would require an inordinate con¬ 
traction of width to obtain the desired depth, and the increased velocity 
would endanger stability. 

The second requirement, the judicious location of the improved chan¬ 
nel, includes the purely engineering consideration of following the natu¬ 
ral tendencies of the river, or at least the negative proposition, that no 
unnatural changes of position should be made or unstable natural con¬ 
ditions be accepted, and also due consideration of the convenient use 
of the channel for all the purposes incident to navigation and commerce. 

In the consideration of thjs topic, we come in contact with many 
local and individual interests; also, with the opinions of many persons 
who have from observation and reflection arrived at fixed opinion 
concerning the course to be followed. Conflict with the former is to 
be avoided as far as possible. The latter may be considered, but 
cannot be allowed to govern. There are two opinions (held by 
many who glory in calling themselves practical men, and delight to 
cast contempt upon what they call scientific theories), which have 
their foundation in very poor theory, because unscientific. One is that 
the channel should be straightened and canalized; the other, that it 
should, in all cases, he held along the foot of the bluffs, where such 
exist. Without entering into any extended discussion here, it is proper 
to recognize the existence of these opinions, and state briefly why they 
must be rejected. 

The logical objection to straightening the channel has already been 
given : the velocity would be increased thereby, and increased destruc¬ 
tive energy be brought to bear upon the banks and bed. It may be 
said that such increase of velocity would be temporary, as the river 
would adapt itself to the new condition, and, in time, regain its former 
slope. This can only be done by regaining its original length, or by a 
lowering of the bed, proceeding from the lower part of the river toward 
the upper. But where the bed is composed of material too hard to be 
readily moved, the accumulated fall must produce a rapid. The cut-offs 
that have taken place in the Lower Mississippi have not permanently 
shortened its course, and many which were made in Europe, especially 
upon the Bhine and Danube, with the purpose of shortening the dis¬ 
tance between points of commercial importance, have defeated that 
design, by creating a current which proves a serious obstacle to ascend¬ 
ing boats ; and the lowering of the level in the reaches above the cut-off 
develops many new obstructions, while the deposits in the pool below 
cause similar difficulties there. The idea of the advocates of straight¬ 
ening is that, with a shorter course, flood-waters will pass without 
entailing injury, and that the increase of current will not impede steam- 
navigation in a greater ratio than would be compensated by the decrease 
of distance. 


64 


NAVIGATION OF THE MISSISSIPPI RIVER. 


The suggestion that the channel should be made to follow the bluff is 
made simply because the bluff presents an unyielding bank, against which 
it is supposed to be an easy task to hold the current. As the bluff-lines 
are very straight, this proposition is similar to the first-mentioned, and 
liable to the same objections. To hold the river to straight lines would 
be a work of great difficulty, and the difficulty would increase with 
increased velocity. One fear entertained by those favoring the bluff-line 
is, that if the channel be allowed to make a sweep out into the bottom 
it cannot be controlled, forgetting that it is easier to control a current 
following its natural course through alluvial soils than it would be to 
force it from that course by works which must rest on the same unsta¬ 
ble foundation as the lighter structures required to restrain it within 
reasonable bounds. Another consideration, which would be fatal alike 
to both propositions, arises from the disturbance of existing business 
relations by the destruction of landings, which must result from their 
adoption. Moreover, if the bluff is followed, the landings would be 
chiefly limited to the side whose broken character forbids the expecta¬ 
tion of much agricultural produce being raised; and, in any case, the 
landing would be difficult of access from the back country. In addition, 
the opposite alluvial side would be cut off from access to deep water 
almost entirely. 

Existing business relations have adapted themselves to the natural 
course of the channel; and, in order to av6id individual claims for com¬ 
pensation, it will be necessary to make the improved channel follow the 
natural course as far as possible, on the principle that riparian rights 
and benefits, which have been destroyed or changed by the action of 
natural causes, furnish no ground of claim in equity, if the privation be 
rendered permanent. 

Policy, then, would ’determine the advisability of following the exist¬ 
ing channel in all cases, and the same course would logically follow from 
a train of scientific reasoning; for the law of a stream is the expression 
in general terms of the facts presented in nature and is necessarily ab¬ 
stract. To reconstruct the stream according to conditions imposed or 
assumed can be done successfully if we know all the facts and relations 
which enter into the problem. The omission of one may be fatal to 
success ; hence all arbitrary changes are to be avoided. But nature over¬ 
looks nothing, and we may confidently assume that the position and 
direction of the river at any time is the resultant of all the forces, and 
consequently is a concrete expression of the law of the stream, which 
we may modify and preserve, but may not safely destroy or radically 
change. To accept and follow nature is, in this case, the beginning and 
end of science. To attempt either to straighten the river or to compel 
it to follow the rocky shore would be alike presumptuous. 

The third requirement—stability in position—is a natural consequence 
of permanent improvements, and essential to the establishment of facil¬ 
ities for the traffic. To insure this quality, it is necessary that the ve¬ 
locity should be sufficient to carry the lighter material brought into the 
channel to a suitable place for deposit, but not great enough to cause 
erosion of the bank. 

The fourth requirement—facility of approach to established landings— 
is an important consideration, and since large towns cannot follow the 
river in its changes, the conditions presented are often antagonistic to 
the natural bent of the channel; and in such cases the demand is abso¬ 
lute that the natural be changed. At times the conditions border upon 
the impossible. Take, for instance, the case of a town situated upon the 
convex bank of a river; it is well-nigh impossible to maintain the chan- 


NAVIGATION OF THE MISSISSIPPI RIVER. 


65 


nel on the convex side, because unalterable natural laws forbid. If we 
try to contract the width to such narrow limits as to obtain a required 
depth on the non-channel side, which is the best, and, indeed, the only 
thing that can be done, we endanger not only the works themselves, 
but also the property, aud lives even, of the people, when the waters of 
a mighty Hood demand passage through the narrow gateway; aud no 
safe contraction can assure the desired depth on the convex side. In 
this connection it may not be out of place to remark that the injudicious 
acts of individuals, or municipalities, may often endanger the improve¬ 
ments made by the general government for the benefit of the whole peo¬ 
ple to serve some local project, and that the establishment of regulations 
defining ripariau rights and the privileges of town authorities is a sub¬ 
ject demanding the attention of Congress. The conservancy of naviga¬ 
tion being undeniably vested in Congress, the exercise of that power, in 
defining the limits of encroachment upon navigable waters, is proper 
and necessary. 

The fifth requirement—that changes of direction should be easy—is 
mainly in the interest of stability, but also has a practical relation to 
the convenient use of the channels. A discussion of the bearing of the 
direction of currents in relation to the banks, if entered into, would ex¬ 
ceed the limits of this report. The result reached would be, that the 
current should be parallel with the banks whenever possible, aud abrupt 
changes of direction avoided! 1 Practically, it would not be proposed to 
make many changes in the present contour of banks by active interfer¬ 
ence, but rather to secure a favorable alignment when it exists; and 
when it is imperfect to patiently wait for nature to work out the prob¬ 
lem of a good line. Accurate surveys of stable bends will determine 
the degree of curvature most favprable. When the character of the soil 
does not furnish sufficient resistance, some form of artificial protection 
must eventually be resorted to. 

During this past season particular pains were taken to survey and 
delineate upon maps the strongly-developed curves or bends known as 
Kush Tower, Saint Mary’s, and Cape Girardeau, the latter being consid¬ 
ered a good example of a curve of stable regimen. These three curves, 
if carefully studied by means of resurvey for several years, may develop 
laws, the knowledge of which will be of the greatest importance in con¬ 
ducting the improvements of the river. 

Dafoutaine, who devoted a number of years to careful study and im¬ 
provement of the Khine, expressly said; that the degree of curvature to 
be given to the bends on a river could only be predicated upon observa¬ 
tion of existing curves of known stability on the same stream. 

Mahan, in his work on civil engineering (edition of 1867), says: 

From observations made upon the Rhine, it is stated that elbows with a radius of 
curvature of nearly 3,000 yards preserve a fixed regimen ; and that the banks of those 
which have a radius of about 1,500 yards are seldom injured if properly faced. 

The fact that the natural course of a river, flowing through an allu¬ 
vial bed, follows a series of direct and reverse curves, merging in o 
each other, is universally admitted by all engineers of study and obser¬ 
vation, and the expediency of maintaining them in such course, where 
local interests of magnitude do not demand and warrant departure, is 
equally admitted. 

A cross-section in a bend will, generally, approach in shape a right- 
angled triangle, the right angle at the bottom and near the concave 
bank. Consequently, in a bend, the width may be greatly increased 
beyond that admissible for straight portions of the river, yet maintain¬ 
ing nearly the same area of cross-section, aud sufficient depth in the 

H. Ex. 49-5 


66 


NAVIGATION OF THE MISSISSIPPI RIVER. 


channel. In bends, therefore, protection of banks is the improvement 
required, and, considering navigation only, the work is by no means 
urgent. 

The sixth and last requirement, moderate velocity, has been discussed 
incidentally already. There are localities, especially below Commerce, 
where the velocity is at times excessive, but beyond possibility of being 
changed for the better. The condition must be accepted and met by 
stronger works to insure permanence. 

Having in the preceding discussion shown that a system of temporary 
expedients would fail to secure the end, and also defined what a perma¬ 
nent system would accomplish, the question arises, can the superior per¬ 
manent system be carried out upon such a river as the Mississippi? In 
answering this question we have the benefit of the experience of Eu¬ 
ropean engineers, who have successfully improved silt-bearing rivers 
traversing alluvial valleys, and subject to great variations of volume, 
and the Mississippi differs only in degree from some of these successful 
precedents. That this difference in degree does not present insuperable 
difficulties, is proven by actual experience in works of the character 
proposed, executed during the last three years upon the Mississippi, 
which have proved successful. 

The problem, then, is solved as an engineering question; the execu¬ 
tion is a question of time and money. 

The adoption of the permanent system is but a question of time; for, 
as the country becomes older and more densely populated, aside from 
the requirements of navigation, the products of the fertile alluvial lands 
will be essential to the welfare of the country, and the state reasons 
which have led to the regulation of European rivers will demand the 
same for the Mississippi, and, in time, its principal tributaries also. The 
completion of these works will require many generations; but as the 
necessity is clearly foreseen, it would be inexcusable to ignore it now, 
since it is entirely practicable to make every step in the interests of im¬ 
mediate wants a step, also, toward the final end, without adding to the 
cost or delaying the realization of the benefit desired. Assuming that 
this course is to be pursued, it remains to consider the steps that come 
first in the system proposed, which will be the work for the years imme¬ 
diately before us. 

In the interest of navigation the improvement of the worst bars is 
first demanded, and this consideration decides each year the points 
where work is to be done. As the worst bars now are at or very near 
islands, or high bars that are as effective as islands in dividing the 
waters, the most useful work at present is the closing of the chutes, 
which, we may be confident, will materially help the navigation, as the 
cases are rare where a serious obstruction occurs when the water all 
flows in a single channel. After the closing of the chutes, the contrac¬ 
tion in width in wide reaches comes as the next step, and, when com¬ 
plete, good navigation is obtained, and must be maintained, by the pro¬ 
tection of caving banks. 

The closing of chutes often involves more or less conflict with local 
and proprietary interests, and in some cases with matters which rise 
into the importance of state questions. 

The definition of the boundaries of States by the channel of the Mis¬ 
sissippi gives the jurisdiction over islands to "the States to which they 
belonged at the time the boundary was defined, as decided by the 
United States Supreme Court in the Wolf Island case (Missouri vs. 
Kentucky, Wallace’s Reports Supreme C*ourt United States, volume 11, 
pp. 395-411). Several cases are known where the present channel di- 


NAVIGATION OF THE MISSISSIPPI RIVER. 


67 


vides the island from the State to which it belongs, and if the old chan¬ 
nel, now but an insignificant chute, is closed, the island will be territo¬ 
rially annexed to a State having no jurisdiction over its soil. It will 
readily be seen that serious complication may arise in such cases. Such 
annexations are likely to occur from natural causes, and several will 
necessarily be made if the improvement continues, and the closing of 
chutes is to be determined upon engineering considerations alone. 

It may not be out of place to mention here the general belief preva¬ 
lent among owners of land adjacent to island chutes, that the construc¬ 
tion of a dam across the chute or slough will insure accretions of laud 
to their benefit. 

This is true to some extent. In the case of a single dam, the accre¬ 
tions generally take place in the shape of a bar across the foot of the 
slough or chute; another in the prolongation of the island ; and a de¬ 
posit at the head of the chute, extending some distance above the dam, 
frequently neglecting, however, the immediate vicinity of the dam al¬ 
together. A high darn just above the level of ordinary sediment-bear¬ 
ing floods would insure more deposit; but experience on the river Rhine, 
where, in most cases, the object was to make laud, demonstrated the fact 
that three or more dams were generally necessary to iusure sufficient 
depth and extent of deposit. In the case of a single low dam it wasfouud 
better to locate it at a considerable distance below the head of the chute, 
in order to allow as much of the gravel and other material to enter the 
chute as possible, not only to aid in the formation of land, but in addition 
to prevent the ma erial being swept into the channel. 

The formation of land not beiug an object of present consideration, 
we may say that as a general rule low dams and dikes should alone be 
used. In general terms, none of the works erected should interfere with 
the free discharge at high stages, but should begin to act at some inter¬ 
mediate stage. This should be before the want of depth is felt, and will 
probably vary for different localities. 

The meaning of the words u intermediate stage,” in the last para¬ 
graph, requires definition. The idea is, that the dikes and dams should 
be of such height as to produce action upou the bed when the river is 
first approaching the low stage, so as to prepare the channel, in some 
degree, for the less powerful effect of the diminished low-water \olume. 
Yet it must not be inferred from this that violent action upon the bed 
is by any means advocated. 

As before stated, the path of the heavy materials of floods is gener¬ 
ally along the most direct course. The low water, having to cut for 
itself a channel, seeks the line of least resistance, through the lighter 
and softer material, and this is one reason why the low-water channel 
is, in nature, more tortuous than the high. 

Referring to what has been said on the subject of the partial filling 
of the bed at high water, and the principle universally accepted, that 
depth of channel is easiest secured by contracting the width, the query 
arises, is it not possible to retain the high-water deposits in place as the 
water falls over a part of the width, and thus contract the width at low 
water? Two modes of accomplishing this suggest themselves: first, to 
protect the areas which it is desired to convert into dry bars by inclos¬ 
ing them with barriers quickly and cheaply constructed; second, by 
attacking the crests of the reefs upon the line it is desired to have the 
low-water channel follow, and thus concentrate the scour upon that part 
of the bed which is to be the low-water way. In practice it might be 
found advisable to combine the two methods, and thus open a field for 


68 


NAVIGATION OF THE MISSISSIPPI RIVER. 


the use of some of the devices discussed under the head of the tempo¬ 
rary system. 

If, on trial, these suggestions should be found practicable, the benefits 
to navigation which would follow a regulation of the river could be 
more quickly and cheaply attained than in any other way, for we have 
but to secure the areas laid dry from being washed away, and the oppo¬ 
site bank from caving, to render the improvement permanent. Treated 
in this way, the immediate and temporary improvement would be en¬ 
tirely consistent with the system of permanent improvement. 

The mode of construction having been described in my annual report 
for the fiscal year ending June 30, 1873 (see Report of the Chief of En¬ 
gineers, page 444 et seq .), it is not necessary to enter into details here, 
as in all essential features the plan there discussed is still followed. 

Variations in the minor features, of course, must be made, as circum¬ 
stances demand. 

In constructing dikes and dams upon the unstable foundations found 
in the Mississippi, the difficulties to be encountered are the strength of 
the current and the liability of scour around and under the works dur¬ 
ing construction and after completion. The strength of the current is 
a difficulty to be overcome, and must increase with the progress of the 
works until they arrive at or near the surface of the water. The scour 
must be arrested at an early stage of the work, or the additional ex¬ 
pense incurred of placing foundations in deep water, and of the greatly 
increased prism of material required to reach a determined height. 
Settlement of the works during construction and even after completion 
is to be expected. 

Various modes of construction have been tried and most carefully 
studied, and decided preference is given to tire general plan of brush 
foundations and riprap superstructures as adapting itself to any shape 
of bottom, and being able to endure settlement without injury. 

Brush foundations, besides flexibility, have the merit of distributing 
the weight of superstructure over a considerable area, while the body 
of brush presents, when compacted by the superincumbent weight, 
small interstices for the passage of water close to the bottom. This 
material being found in large quantities along the river, can be obtained 
and handled at moderate cost. 

Extended operations would soon exhaust the present supply, and it 
may be found advisable to encourage the growth. Under moderate 
appropriations, the natural production would suffice. 

Material suitable for riprap is obtainable at many poiuts along the 
river, insuring its procurement at very reasonable rates. It would be 
good policy for the government to acquire, by purchase or long lease, 
several quarries, to be operated under contracts or by hired labor, as 
may be found most desirable. 

In construction the utmost rapidity of progress is essential to econ¬ 
omy, aud it has been found practicable to carry the foundations across 
channels and bars so rapidly that no considerable deepening took place 
as the work advanced, by limiting the first work entirely to putting in 
an apron to protect the site of the proposed work. 

In closing chutes this class of work must be done when the river is at 
a low stage, and in any case cannot be done when drift is running. 

This limits the possibility of preliminary work to the fall season, and 
renders any loss of the favorable season a serious disadvantage. The 
postponement of appropriations to the close of the session of Congress 
is unfortunate in that every alternate year a considerable part of the 


NAVIGATION OF THE MISSISSIPPI RIVER. 69 

season is consumed in preliminaries, a loss which could in a measure be 
avoided if the amount to be appropriated could be certainly known as 
early as March of each year. 

As already intimated, it is not practicable to present plans in detail, 
owing to the great changes which must occur between the time reports 
are made and the commencement of work. In so extensive a field as 
the Mississippi from the Illinois to the Ohio the simultaneous prosecu- 
tiou of works at all the points where improvement is desirable is not 
possible under the system of yearly appropriations, but might be done if 
the full amount estimated were granted at once. As this course is not 
supposed to be possible, it is contemplated to prosecute the works in the 
order of their importance to navigation, selecting those places which 
present the most formidable obstructions for the first operations, the 
number undertaken each year depending upon the extent of work re¬ 
quired at the several places and the means available. 

The estimate of this report is based upon the present condition of the 
river. It is probable that some of the items included in the estimate 
will be found unnecessary, the desired end being reached naturally; 
others not estimated will as probably be found necessary 5 it is, there¬ 
fore, thought best to name the aggregate sum for each locality, without 
specifying the items of the estimate. As the estimates are made upon 
the basis that certain lengths of dams and dikes will be required, and 
at a cost per unit taken from the actual cost of such works already 
constructed, the aggregate cost will probably not be materially changed 
by the changes in the position and length of individual proposed works. 

The list of localities is not final, if we consider the probabilicy, almost 
certainty, that new obstructions will be developed hereafter. The esti¬ 
mate given by localities may be taken as the cost of obtaining the navi¬ 
gation desired. To maintain that navigation will require the revetment 
or other protection of caving banks. The estimated sum of $4,000,000 
is intended to cover the cost of such works—to preserve the channel at 
those points where the necessity is likely to occur. 

Further examination would be necessary to determine where works 
of this character are most needed. The greater part, we may safely say, 
would be required between Commerce and the Ohio. The estimated 
time for the execution of the improvement of the channel is four years; 
the work of maintenance will never be complete. 

One million dollars could be judiciously used the coming year, and the 
appropriation of this sum is recommended. With such an appropria¬ 
tion, work would be continued at Saint Louis Harbor, Horsetail Bar, 
Turkey and Devil’s Islands, and new works commenced at Piasa Island 
(above Alton), Perry’s Towhead, Liberty Island, Power’s Island, and 
Greenleaf's, the bars at these localities being the ones which now most 
seriously obstruct the navigation. 


ESTIMATE. 

Locality. • 

From the Illinois to the Missouri River. 

From the mouth of the Missouri to Saint Louis. 

Upper section of Saint Louis Harbor.. 

Arsenal Island.. 

Horsetail Bar.. 

Twin-Hollow Bar. 

Platin Rock. 

Selma.. 

Fort Chartres. 

Turkey Island. 

Saint Genevieve. 


Estimated cost. 
.... $ 600,000 
.... 150,000 

.... 185,000 

.... 100,000 
.... 100,000 
.... 80,000 
.... 72,000 

... 110,000 
.... 75,000 

.... 100,000 
... 100,000 













70 


NAVIGATION OF THE MISSISSIPPI RIVER. 


Locality, 

Liberty Island. 

Hut Island. 

Grand Tower.. 

Hanging-Dog Island. 

Moccasin Springs and vicinity 

« Devil’s Island and vicinity- 

Hamburgh. 

. Commerce and vicinity. 

Buffalo Island. . 

Grt enleaf’s. 


Estimated cost. 
... $ 100,000 
... 150,OdO 

50,000 
30,000 

... 200 , 000 
... 250,000 

50,000 

... 200,000 
20,000 
... 150,000 


2, 872, 000 

Add 10 per cent, for contingencies.-. 287,200 

Revetment between the mouth of the Missouri and mouth of the Ohio Rivers. 4, 000, 000 

Total estimate... 7,159,200 

Ill the conduct of operations upon the treacherous foundations which 
characterize the Mississippi, economy and success demand that the en¬ 
gineer in charge should have entire liberty to modify his plans whenever 
necessary, and to have full control over his work ; to push it forward 
when occasions demaud, and to suspend when it becomes desirable so 
to do. 

Contracting works of this character is attended with serious difficul¬ 
ties : first, because all estimates are necessarily indefinite and uncertain; 
under varying conditions the character of work is liable to change, in 
the kind, proportions, and amount of material used, and what was ex¬ 
pected to be easy may become difficult, or anticipated difficulties may 
disappear. These contingencies render it very difficult to frame specifi¬ 
cations that will meet the practical conditions, and bids must be made 
at a venture, which demands a wide margin in prices beyond what a 
definitely-described work can be done for. Under such conditions the 
result of a letting, under existing regulations, is almost inevitably to 
give the award to irresponsible parties, the guarantees and bonds which 
satisfy the requirements affording no sufficient security. Experience 
has shown that, with an inefficient or tricky contractor, works of this 
character are very expensive, for delay or neglect, intentional or not, 
results alike in vastly-increased quantities of material; and as the plans 
contemplate the placiug of foundations in water of moderate depth, the 
suspension of work for a few days will produce a local scour that ex¬ 
ceeds the depth provided for, and compels resort to more expensive 
methods not provided for in the contract. 

Considering the matter in the light of experience, I cannot recom¬ 
mend the contract system, so far as the preliminary work of aprons and 
foundations is concerned. After these preliminaries are secured there 
is no objection to adopting the contract system for the delivery of ma¬ 
terial in the body of a dike or dam. Necessity has compelled me to 
provide the plant required for the construction of these advance works, 
and, working under small appropriations, this plaut suffices to do all 
the work ; and, it being unquestionably* good policy to keep equipment 
fully occupied, the work of the present year has been done by the United 
States directly by hired labor, and the purchase of material in its nat¬ 
ural state. Although compelled, by act of Congress, to pay twenty-five 
per cent, advance upon prevailing rates of wages for labor, the results 
show no increase of cost over the prices formerly paid contractors for 
material delivered in place; and all the work and workmen being now 
in immediate control of the engineer in charge, he is made responsible 
for the success of his operations. 


I 
















NAVIGATION OF THE MISSISSIPPI RIVER. 


71 


This system lias been found to work well ; no serious mishaps have 
occurred, and the work is done more cheaply than before, though, in 
part, this may be attributed to improvements in the methods aud ex¬ 
perience iti their application. Contrary to the prevailing impression, 
that faithful labor cannot be obtained from men directly employed by 
the government, the amount of work done compares favorably with 
that accomplished by equal numbers working for a contractor. Faith¬ 
ful labor can be had under faithful overseers and foremen by any em¬ 
ployer, aud with unfaithfulness or inefficiency in the higher grades no 
employer can secure faithful service. 

To carry on extended operations, such as are contemplated if this 
project meets the approval of Congress, it would not be practicable to 
do all the work directly by hired labor, on account of the extensive 
equipment that would be required at times, but which could not be fully 
employed at all times ; besides, the burden and responsibility of making 
disbursements in small sums would be excessive. For the reasons 
stated. I would respectfully recommend that, under annual appropria¬ 
tions of $300,000 or less, the system now practiced, to do the work 
directly by hired labor, and purchase of materials in open market, in¬ 
cluding in the latter the privilege of purchasing material delivered in 
the work when it is to the interest of the government to do so, be con¬ 
tinued. Under appropriations exceeding $300,000, the conduct of all 
critical and uncertain operations to be by hired labor, aud material pur¬ 
chased as above; and the construction of works whose character is as¬ 
certainable to be let to contractors. 

The plant required to carry out these recommendations, under yearly 
appropriations of $1,000,000, would cousist of two tow-boats, two 
steam-launches, twenty barges, six pile-drivers, one Osgood dredge, aud 
such small tools as would be required for quarrying and handling stoue, 
aud procuring other material employed. Of this plant there is now on 
hand, owned by the United States, one tow-boat, one steam launch, six¬ 
teen barges, three pile drivers, and a stock of tools proportionate to the 
present scale of operations. 

RECAPITULATION. 

I briefly recapitulate the conclusions reached by the discussion, and 
which are the basis of my recommendations: 

1 . Improvement must not only be made, but maintained. 

2. Temporary expedients fail to answer the requirements, for want of 

reliability. ' 

3. Permanent improvements are known to be practicable by actual 
experience in the case of other rivers similar in character, though of 
less size, and the practicability of executing permanent works in the 
Mississippi is demonstrated by works already constructed. 

4 . lu an improvement the natural channel should be followed as a 
rule. 

5 . The rights of individuals and municipal or other corporations 
should be defiued, and all proposed works subject to approval by United 
{States authofity, as in the case now with bridges. 

6 . The order of execution of work should be decided with a view to 
afford the earliest possible relief to navigation at difficult places. 

7. Improvement of the channel can be best secured by bringing all 
the water into a single channel of moderate width ; an early step would 
be the closure of secondary channels at islands and elsewhere; closing 


72 


NAVIGATION OF THE MISSISSIPPI RIVER. 


chutes will raise questions of jurisdiction between States, which should 
be provided for at an early date. 

8. A combination of the appliances designed for temporary improve¬ 
ment with permanent works may be practicable, giving earlier results 
and at less expense. Estimates, however, are made upon the basis of 
improving by permanent works alone. 

9. The estimated cost of improving the Mississippi, so as to afford 6 
feet depth in the channel from the Illinois to Saint Louis, and 8 feet 
from Saint Louis to the Ohio, is $3,159,200; and the estimate for such 
maintenance-works as can now be foreseen is $4,000,000. The improve¬ 
ment-division of the work can be completed in four years, and the ap¬ 
propriation of $1,000,000 is recommended for the first year. 

10. A mixed system of conducting the work is recommended; critical 
and uncertain operations by the United States directly, and those whose 
character can be definitely ascertained in advance, by contract. 

11. The removal of wrecks and snags from the channel will remain, as 
heretofore, an important part of the work of maintaining the channel. 
During the progress of the improvement the removal of many existing 
wrecks would be essential to success. These operations, not being un¬ 
der my charge, are not included in the estimate submitted, and the 
matter is not formally discussed in the body of my report. 

Before closing, I cannot omit mentioning the great obligations I am 
under for the very material aid I have received in the consideration of 
this report from my able assistants, Capt. Charles J. Allen, Corps of 
Engineers, U. S. A.; Robert E. McMath, chief civil assistant; and Civil 
Assistants I. D. McKown, conducting the survey of the river from the 
mouth of the Illinois to the mouth of the Ohio River, and his assistant, 
Samuel H. Yonge; and D. M. Currie, Charles S. True, and S. E. 
McGregory, conducting the operations, respectively, at Devil’s Island, 
Horsetail Bar, and Turkey Island, and Alton Slough, and the upper 
portion of Saint Louis Harbor. Every one of these gentlemen has 
contributed, from his intelligence, observation, and experience, to the 
results arrived at; and it is a matter of congratulation that all concur in 
the principles presented, and the plan of operations pursued and pro¬ 
posed. 

I am also indebted to Mr. William Popp, civil assistant engineer and 
draughtsman, for the delineation^of the maps submitted with the 
report. 

The map accompanying this report is in four sheets— 

1. Extending from the mouth of the Illinois to the mouth of the Mis¬ 
souri. 

2. Extending from the mouth of the Missouri to Turkey Island. 

3. Extending from Turkey Island to Cape Girardeau. 

4. Extending from Cape Girardeau to the mouth of the Ohio. 

All of which is respectfully submitted. 

J. H. Simpson, 

Col . of Bug., Bvt. Brig . Gen., U. 8. A. 

Brig. Gen. A. A. Humphreys, 

Chief of Engineers, U . 8. A . 


NAVIGATION OF THE MISSISSIPPI RIVER. 


73 


C C 5 . 

REPORT ON PORTION OF THE THIRD SUBDIVISION OF THE MISSISSIPPI 

ROUTE. 

Mississippi River from Cairo to New Orleans. 

REPORT OF MAJOR CHARLES R. SUTER, CORPS OF ENGINEERS. 

Engineer Office, United States Army, 

Saint Louis , ilTo., February 18, 1875. 

General: Congress, at its last session, appropriated $200,000 for 
surveys and estimates for the improvement of certain routes recom¬ 
mended by the Senate Select Committee on Transportation Routes to 
the Seaboard. 

Among these routes was the Mississippi River, the idea advanced by 
the committee for that portion of the stream between Cairo and New 
Orleans being to so improve it as to give from 8 to 10 feet navigable 
depth at all stages of water. 

The duty of reporting upon this subject was assigned to me, and 
$10,000 was allotted to defray the expenses of the necessary examina¬ 
tion. 

As the sum was of course inadequate for the careful survey of one 
thousand miles of a great river like the Mississippi, it was necessary to 
confine the work to a mere reconnaissance, which would enable a general 
map of the river to be made with approximate correctness, determining 
at the same time the nature and extent of the existing difficulties to 
free navigation, together with the methods most likely to secure their 
removal. This plan, having been approved by the Chief of Engineers, 
was carried out during the summer and early winter of 1874. 

An engineering party was placed on one of the government steamers 
and sent into the field, with instructions to sketch the river carefully 
from the pilot-house of the steamer, checking their work by frequent 
triangulations for widrhs, and by comparison with the best State maps 
attainable for lengths between known points. 

The party passed four times over the portion of the river between 
Vicksburg and Cairo, and twice over the portion between Vicksburg 
and New Orleans. The work was carefully done, and is quite satisfac¬ 
tory. The maps show all the topographical features quite fully, giving 
the size and position of islands and dry sand-bars, and the location of 
the low-water channel at the time of the survey. The river was not low 
enough for a good hydraulic survey, and, moreover, there was neither 
time nor money enough available for the purpose; but all available in¬ 
formation on this point was collected from pilots and residents along the 
river. 

Although the information obtained by this reconnaissance is not suffi¬ 
ciently detailed or extensive to allow estimates of the cost of the im¬ 
provement recommended to be made, yet it will, I hope, be sufficient to 
point out the* nature of the improvement required, and the means by 
which it can be effected. 

First in order is the absolute necessity of a careful survey of the 
whole river. We have at present really nothing definite to guide us 
either with regard to the present situation, or to changes which have 
taken place in the past. If a careful survey had been made thirty or 
forty years ago, it would be of inestimable value now, for the effect 


74 


NAVIGATION OF THE MISSISSIPPI RIVER. 


likely to result from causes now at work can only be rightly inferred 
from the effect produced in past times by similar causes. This infor¬ 
mation we have not yet got, and hence much is left to conjecture which 
should be known with certainty. This state of affairs should be reme¬ 
died as soon as possible, so that when in future any work may be needed 
on the river the data may be at hand for projecting it. 

There is probably no branch of engineering which offers more prac¬ 
tical difficulties than river hydraulics, nor is there another iu which so 
many perplexing questions are involved, nor where so much patient ob¬ 
servation and experiment are needed to obtain successful results. 

This is mainly owing to the appalling vastness of the subject, arising 
from the fact that every stream, and in truth every portion of a stream, 
has its own special characteristics, riot necessarily appearing elsewhere, 
which renders observers singularly liable to generalize on insufficient or 
erroneous data. * 

It is only by long and patient observation, extended over long periods 
of time, aud covering considerable lengths of many different streams, 
that we may eventually hope to assign definite values to the many vari¬ 
ables which enter the equation to be solved. 

A vast amount of information on this subject may be gathered from 
the works of foreign writers, and of our own engineers, but this informa¬ 
tion is much scattered, and often inaccessible; it is moreover generally 
mixed up with many facts aud features which are strictly local and heuce 
not generally applicable. 

I have therefore felt justified in endeavoring to describe here, briefly, 
the more striking and important features and phenomena observable on 
our western rivers, before discussing the special subject confided to me 
for investigation. 

In two important features our Western rivers differ from those under 
improvement in the East and on the Pacific coast: first, their beds are 
formed of gravel, sand, or mud, instead of rock in place ; secondly, they 
are unaffected by tides. 

The nature of the beds and of the banks determines the characteristic 
features of all these streams, and accounts at the same time for the im¬ 
mense diversity everywhere observable. 

Two great classes are met with. 

First, we have the Mississippi north of the Ohio, which, as well as the 
Ohio and Missouri, all the northern and portions of each of the southern 
tributaries, show a well-defined valley sunk more or less below the gen¬ 
eral level of the country, and bordered by abrupt cliffs of lime or sand 
stone. Frequently these bluffs are partly or wholly concealed by great 
masses of drift, which form rolling hills aud ridges extending often to 
the river-bank. This latter feature is especially characteristic of the 
Ohio and Lower Missouri, the bare, bold bluffs"being principally con¬ 
fined to the Upper Mississippi and Missouri and their tributaries. Both 
features are found on the upper portions of Red, Ouachita, Arkansas, 
and White Rivers, together with their principal tributaries. 

The width of the valley scored out of the general level varies from 
one to twenty miles, while its true bottom, the bed-rock, is found from 
sixty to a hundred feet and upward below the beds of the present 
streams. The bluffs themselves vary greatly in height, sometimes tow¬ 
ering 400 or 500 feet above the level of the water. 

These facts show that our present rivers are but puny representatives 
of their gigantic predecessors in prehistoric ages. 

It is through the immense deposits of sand aud gravel accumulated 


NAVIGATION OF THE MISSISSIPPI RIVER. 75 

by these ancient streams that our modern rivers struggle to force their 
way. 

The banks and beds are generally sand or gravel, now pure, now 
mixed with alluvial matter brought down by the stream and deposited 
during the annual overflows. Occasionally we find the bank formed by 
rock-bluffs or by the drift-liills and terraces before alluded to. These 
banks are comparatively stable, but the others are constantly eroded by 
the water. The streams are therefore constantly changing their shape 
aud direction, their lateral excursions being, however, limited by the 
sides of the valley through which they flow. 

Secondly , in the delta region, so called, that is, on the Lower Missis¬ 
sippi and the lower portions of its southern tributaries, entirely different 
conditions are met with. The river-banks are generally found to be 
composed of alternate strata of sand aud of very stiff blue clay, belong¬ 
ing to the Tertiary series. Above these strata we generally find about 
30 feet of a more recent alluvial formation. The bed proper, or rather 
the extreme limit of scour, is formed by one of the clay layers; but, as 
far as the banks are concerned, there is nothing to prevent erosion taking 
place in any direction, and accordingly we find all these delta streams 
exceedingly tortuous in their courses. 

On all the streams of the first class, erosion of the banks, though often 
rapid, is still a gradual process; the bank, as it becomes saturated, crum¬ 
bles and falls into the river, a few inches at a time. 

On streams of the second class, however, the process is different. The 
clay layers are both impermeable and insoluble, but the heavy water- 
pressure in floods saturates the lower sand layers to a great distance 
from the water’s edge. As the water falls the pressure diminishes, aud 
the water in the sand layer returns to the river, washing out the saud as 
it goes. The clay layers are thus undermined over large areas, aud 
eventually the whole overhanging mass breaks off and falls or slides 
into the river. In this manner the rate of abrasion may become per¬ 
fectly appalling under favorable conditions. Slight reflection will show 
that it must necessarily be worse after heavy and long-sustained floods 
than at other times, and observation shows this to be a fact. At low 
water a rapid rate of erosion may be developed by special causes, as a 
sharp local deflection of the current against the shore; but, generally 
speaking, caving of the banks is confiued to high water and the stages 
immediately following it. On the Mississippi itself, the continual ero 
sion of the banks gives rise to some curious phenomena, the true office 
aud explanation of which seem not to be generally understood. I allude 
to the cut-offs which from time to time are formed naturally, and which 
are constantly brought forward by speculative individuals and advo¬ 
cated as a panacea for the ills resulting both from floods and low water. 

In the first place it would appear, at a casual glance, that as the cut¬ 
ting action is greatest in the deepest recesses or apices of the bends, 
there would result an indefinite elongation to the right and to the left 
of the general direction of flow of the river, or at least it would be car¬ 
ried to such extent that the consequent reduction of slope would destroy 
both the velocity of the current and its power of transporting the mass 
of sediment poured into it; such would indeed be the case, although the 
consequent tilling up of the bed would gradually raise the whole river 
and finally establish new conditions of equilibrium. 

But in truth the remedy is far more promptly applied; the cutting of 
the bank is not confiued to the apex of the bend, but extends along the 
whole concave shore, and, as the bends overlap each other, it follows 


76 


NAVIGATION OF THE MISSISSIPPI RIVER. 


that, the necks of land separating them are eroded on both sides, and 
hence are rapidly reduced in width. 

In the course of time the dividing neck becomes so attenuated as to 
be no longer able to sustain the pressure of the water against it, and, 
as the nature of the materials of which the bank is composed allows 
more or less water to leak through and wash out the sand-layers, finally 
the whole mass crumbles, and a wide breach is formed through which 
the river pours with resistless force. Davis’s, one of the most recent of 
these cut-offs, and also the largest, occurred in 1867. It cut off Pal¬ 
myra Bend, eighteen miles below Vicksburg, a bend which was eighteen, 
miles long, while the distance across the neck was only 1,200 feet. The 
exact slope of the river at the time is not known, but it was probably 
not far from 0.3 foot to the mile; therefore the difference of level on the 
two sides of the neck was about 5J feet. When the river broke through, 
the whole of this fall had to be absorbed in the 1,200 feet of distance, 
making a rate of about 24 feet to the mile; and it can readily be imagined 
that the whole immense flood-volume of the Mississippi, flowing with 
the enormous velocity due to this great slope, produced very marked 
effects. The roaring of the waters could be heard for miles, and in the 
course of a few hours a channel a mile wide, certainly over a hundred 
and probably nearly two hundred feet in depth, had been excavated. 
Even then it was many weeks before the velocity of the current had 
sufficiently abated to allow boats to use the new channel. 

It is clearly evident that in such cases as this the stream cannot long 
remain in a condition so different from its normal regimen ; the length 
by which it has been shortened must be regained, so as to restore the 
usual slope, and this can only be effected iu one way, viz, by the elonga¬ 
tion of bends lying above and below the cut-off. This result has fol¬ 
lowed in the case mentioned, and is and must be an inevitable accom¬ 
paniment of any similar occurrence. The influenced the Davis cut off 
is still felt far above and below Vicksburg. The rate of erosion iu the 
bends has been enormously increased, and to-day we are threatened with 
several more cut-offs between Memphis and Vicksburg. One in fact 
occurred during last summer, near Commerce, Miss. 

After the river has once formed a new chaunel for itself, the old bend 
fills up at the head and the foot and becomes a lake. The immense num¬ 
ber of these peculiar crescent-shaped lakes scattered through the bot¬ 
tom lands on both sides of the river, shows that this action has been 
going on ever since the Mississippi has existed in its present state, and 
we would therefore seem justified iu assuming that no material change 
has occurred, within recent times at least, affecting the slope, length, or 
general direction of the stream. 

Such being the well-recorded effects and results of cut-offs, it certainly 
is surprising to find that, from time to time, their formation by artificial 
means has been recommended as a means of improvement, and some 
have actually been produced, or at least hastened, by ignorant persons. 
The amount of damage produced by a cut-off, particularly in those por¬ 
tions of the country where riparian plantations are numerous, must nec¬ 
essarily be enormous ; and, as I have attempted to show, no good is 
likely to result therefrom, as the river will iu time be precisely iu the 
same condition as before. 

On other streams the same phenomena occasionally obtain, but gen¬ 
erally the mode of action is different; thus, on the Missouri, the bends 
being more open, a bar generally forms on the lower side of the poiuts, 
while the upper side is abraded, from which action results a gradual 
down-stream motion of the bends, which follow each other like a series 


NAVIGATION OF THE MISSISSIPPI RIVER. 77 

of waves, and in this manner lateral elongation is prevented. Similar 
action is observable on many other streams, but not to as great or as 
general an extent as on the Missouri. 

White, Ouachita, Red River, and other similar streams are exceedingly 
tortuous, but the current being generally weak and the banks tolerably 
firm, the amount of erosion is small consequently these streams change 
but little. On the Lower Arkansas, however, where the current is 
rapid, the general features of the Mississippi are reproduced. 

The beds of the tributary streams are composed of materials washed 
from the banks or brought in by tributaries, and comprise bowlders, 
coarse and fine gravel, sand, and mud; of these materials none heavier 
than coarse gravel are moved by the current; the others remain in posi¬ 
tion and form local obstructions. 

The heavier deposits are more common on the Ohio River than on 
any other of the large streams, and that river also moves quite coarse 
gravel iu its upper portions ; lower down it transports fine gravel and 
coarse sand. The Upper Mississippi carries heavy sand; gravel is rare. 
Both these streams have clear water. 

The Missouri flows over exceedingly fine sand mixed with mud ; the 
banks are of similar composition, and the water is very muddy. 

The Arkansas and Red Rivers are also exceedingly turbid, the water 
being tinged a bright red from the colored earths with which it is 
charged ; the river-beds are of rather coarse sand in the lower portions; 
higher up we find gravel. 

The other southern tributaries, White, Ouachita, &c., have clear 
water, and in their navigable portions transport only coarse sand. 

The Lower Mississippi being the general receptacle for all these de¬ 
posits, partakes of the character of all of its tributaries ; the bed proper, 
as before stated, is clay, but superposed on this are great masses of de¬ 
posits, ranging from very coarse gravel to fine mud. Its water is very 
turbid, having a grayish tinge, which becomes reddish after the waters 
of Arkansas and Red Rivers are received. 

All these streams have, therefore, the common feature of generally 
unstable banks and beds, the water-way beiug usually composed of 
materials which the flood-current, at least, is capable of transporting. 

The laws of flowing water are sufficiently well established to enable 
us to settle questions which arise concerning the discharge of any 
stream, and its dependent phenomena, so that the point specially need¬ 
ing investigation is the action of the stream upon its beds and banks, 
for to this action are maiuly due those shoals, bars, &c., which are such 
grievous obstructions to the free navigation of our rivers. 

I wish, however, to remark here that the smaller and shallower the 
stream, the greater will be the care needed iu measuring the discharge, 
as iu this case we are surrounded by numerous sources of error, which 
are of far greater proportionate importance than would be the case on 
large, deep streams. Also with regard to the velocity, which is gener¬ 
ally assumed to depend mainly upon the volume of discharge and the 
slope. This is only the case, even approximately, on very large, deep 
streams. On most of the rivers that we are considering, especially dur¬ 
ing their low stages, the velocity is greatly affected by friction, and 
therefore varies considerably according to the character of the materials 
composing the bed. With similar slope and discharge, the velocity will 
be greatest in streams having the most unstable beds, that is, beds 
composed of the lightest materials, as in this case the effect of friction 
must evidently be at a minimum. 

With regard to the slope, I wish to call attention to the grave error 


78 


NAVIGATION OF THE MISSISSIPPI RIVER. 


of taking at its literal value the term u plane,” by which the water-sur¬ 
face throughout the whole or a portion of the length of a stream is con¬ 
ventionally designated. Thus, it is customary to speak of the planes of 
high or low water, as though they were actually plane surfaces, which 
is far from being the case. In similar manner, the mean slope is spoken 
of and is obtained by dividing the total difference of water-level between 
designated points by the total length of the river between those same 
points. 

The so-called planes of high or low water are usually established by 
connecting with the level a series of water-gauges. Synchronous ob¬ 
servations on these gauges are assumed to give the shape and position 
of the water-surface at the time of the observations. It is thus found 
that the water-surface over a considerable distance is not a plane sur¬ 
face, but is composed of a series of plane or slightly curved surfaces, 
which are liable to great variations, even for the same stand by the 
gauge. During high water, these local variations arise from the fact 
that swells or freshets in the river have the section of a very much 
elongated wave raised above the general surface. The front and rear 
of the waves may make quite abrupt angles with the general surface, 
while the fact that several waves may be following each other, or may 
even be superposed, adds still more to the complexity of figure of the 
high-water-surface slope. 

The plane of low water is even more irregular and uncertain than that 
of high water, for, while in the previous case we had only masses of water 
to deal with, in the present we have also to consider the effect produced 
by masses of sand and gravel. 

On examining a profile of the water-surface of one of these rivers 
during a low or medium stage, it will be observed that the mean slope 
for the whole length differs greatly from the mean slope of any one sec¬ 
tion of, say, one hundred miles in length ; and, again, the mean slope of 
this section will be found to differ greatly from the actual slope in differ¬ 
ent portions of the section. This complexity arises from two causes: 
first, the slope in the upper portion of any stream is much greater than 
it is lower down ; and, secondly, the slope in isolated portions of the 
stream varies in a curious but quite uniform manner. We invariably 
find a series of reaches, varying in length with the size of the stream, in 
which the slope is very slight, often scarcely perceptible ; these reaches 
are connected by short, abrupt inclines, on which the slope is relatively 
very considerable; in fact, nearly the whole slope of the stream is con¬ 
centrated on these inclines. The channel-souudings, if plotted on the 
same profile, will show that the depth on the inclines is very much less 
than in the level portions, and, on comparing the profile with the plan, 
it will be found that the level reaches lie alternately on opposite sides 
of the river, and that the steep pitches occur where the channel crosses 
from one side of the river to the other. 

These deep, level reaches, called pools, are separated from each other 
by masses of sand or gravel, over which the water flows as over a low 
darn. These masses of sand and gravel constitute the bars, and are the 
principal obstructions to the free navigation of these streams. 

The relative depth in the pools and on the bars varies much even on 
the same stream ; and the absolute depths are also very variable for 
different stages, and even for the same stage of water. In like manner, 
the absolute level of the pools and the difference of level between con¬ 
secutive pools are very variable eveu for the same stage of water, and 
the profiles of different years may be, and generally are, quite different 
for the same stand by any particular gauge. 


NAVIGATION OF THE MISSISSIPPI RIVER. 79 

It is, therefore, evident that great care is needed in projecting any 
plan of improvement, lest certain local, and perhaps only temporary, 
conditions may have entirely altered the normal slopes of the river. 

To compreheud the cause of these irregularities and their practical 
effect on navigation, it is necessary to consider the laws governing the 
movement of the large masses of saud and gravel which are set in motion 
and carried along by the water of the stream. 

If we imagine a perfectly straight channel, with immovable bed and 
banks, but partly filled with sand, through which a constant stream of 
water flows with a velocity sufficiently great to move freely the sand 
below it, the effect will, of course, soon be to entirely remove the 
sand; if, however, the latter is supplied.in sufficient quantity to com¬ 
pensate for thal removed, our experiment will more nearly resemble 
cases met with in ordinary practice, at least sufficiently for what I wish 
to show. 

Under the action of the flowing water the sand will be found to form 
a series of ridges, like long shallow waves, which move forward with a 
velocity considerably less than that of the water itself, the rear slope of 
these waves being very long, while the front is usually shorter and may 
be quite abrupt. The sand rolls up the rear slope and falls over the 
crest, and in this manner the wave advances. The velocity at the sides 
of the channel must be less than at the center, on account of the fric¬ 
tion of the sides, and a moment’s reflection will show that a greater 
mass of sand will be moved by the central current, and therefore that 
the length of the sand-wave measured on lines normal to its crest will 
be greatest at the center aud least at the sides. Again, if the sand is 
not homogeneous, the heavier grains will be more readily moved by the 
strong current in the center of the stream than by the weaker current 
at the sides; hence, the heavier sand will be accumulated at the center 
of the wave, and the lighter materials will be found at the sides. Now, 
suppose the supply of water to be diminished until the decrease of 
velocity aud scouring power render it unable to move the sand; after 
a short time much of the water will be drained off, leaving the sand- 
waves stretched across the channel like a series of dams, ponding back 
the water above them. The water, remaining will flow' over these dams 
in a shallow sheet, which will diminish in depth as the level above is 
drawn dowm, and by a continuance of this action a sensible difference 
of level between the water on the two sides of the dam is developed. 
When the head attains sufficient magnitude, the water will make a 
breach in the dam to find an outlet, the velocity due to the head attained 
determining the portion of the dam broken through. It evidently will 
not be the middle portion, because, as already explained, this must, 
from its composition, offer the greatest resistance; but some point to the 
right or left will be selected. The outflow' through this breach soon 
draws down the level above, and, the velocity consequently diminishing, 
the water is no longer able to move the sand through the gap, but drops 
it there and the breach fills up. Another outlet will after a time be 
formed, but, for the reasons before given, it will be farther from the cen¬ 
ter of the wave than before, and this action will be repeated as often as 
there is auy disturbance of the equilibrium.t In any case the rule is 
the same ; the breach is formed in the sand dam or bar as near the axial 
line of the stream as the composition of the bar will allow. In conse¬ 
quence of this action, the water no longer flows parallel to the sides of 
channel, for, on emerging from behind the sand-wave, it necessarily 
strikes the side at an angle, and it will then be deflected back, and 
hence the breach in the next lower pool will take place on the side 


80 


NAVIGATION OF THE MISSISSIPPI RIVER. 


opposite the first one. The channel now will follow a series of osculat¬ 
ing curves, whose degree of curvature will be mainly regulated by the 
relative amount and density of the sand and the amount of water in 
motion. 

If now the supply of water be restored to the original standard, the 
channel will return nearly to its original direction; but if this operation be 
many times repeated, the lighter materials will, to a great extent, be 
sifted out of the central portions of the sand-waves, which will finally 
attain a density sufficient to oppose even the full strength of the cur¬ 
rent. This, therefore, will become more and more diverted from its 
rectilinear direction, and the curved channel-way becomes permanent, 
but will always be less marked at high than at low water. 

In this description I have assumed that the banks are too solid to be 
affected by the current, although in general practice this is not the case; 
but I wished to show that, even under the very favorable and unusual 
conditions assumed, the curved channel-way is inevitable in streams 
which flow over beds of movable materials. 

In nature the banks are generally very unstable and easily eroded by 
the current; they present, as a general rule, less resistance to the water 
than does its bed, and hence the curved shape, set up by the causes 
cited above, will soon be greatly increased and rendered permanent. 

All the phenomena of bar-formation can be traced to the interaction, 
here described, of the force of the moving water and the resistance 
offered by the materials over which it flows, although we will not often 
find cases as simple as the one here presented. In actual practice there 
are generally many complicating causes to discover and eliminate, but 
the general action is always the same. 

In considering now the case of actual streams, we must remember that 
their present beds, as well as their banks, furnish inexhaustible supplies 
of sand, gravel, and mud. The complications of water-flow due to their 
action cannot, therefore, ever be entirely eliminated, although it is a very 
serious question whether means will not have eventually to be taken 
to prevent the washing of the banks on the tributary streams at least, 
as many of these bring in quantities of sediment utterly dispropor¬ 
tionate to the amount of water which they contribute. 

I will now endeavor to describe the variations from the simple man¬ 
ner of bar-formatiou which are met with in practice: these vary greatly 
for different rivers, as might be supposed, but for the same stream they 
are measurably constant; the variations, such as they are, being due to 
the character of the materials moved and to the force and volume of 
discharge of the water. The streams which I select as typical are the 
Tipper Mississippi, the Missouri, the Ohio, and the Lower Mississippi. 

The Upper Mississippi flows over very heavy sand, and its banks are 
composed of similar material. I'he general course of the river is quite 
straight, and the total fall is considerable. The volume of water dis¬ 
charged is also large, but the floods, although heavy, are not of very 
long duration. The banks are very easily abraded, while the material 
composing the bed is hard to move, and the stream has therefore at¬ 
tained an extraordinary width between banks, while great complications 
in the formation of the sand-waves have resulted. The floods being 
violent, but of short duration, the crests of the waves are generally 
above the low-water surface, aud they speedily increase iu size by the 
drifting of saud under the action of the wind; then follows a growth of 
willows or cottonwoods, and we have an island. Either an island or a 
dry bar will act like one of the natural banks, and an independent wave- 
formation will be set up iu every separate channel thus formed. 


NAVIGATION OF THE MISSISSIPPI RIVER. 


81 


The Upper Mississippi has an immense number of islands, large and 
small; hence, there are a great many channels and considerable com¬ 
plexity of bar-formation. The great extent to which the water is scat¬ 
tered prevents vigorous or sustained action on the sand ; the bed of the 
river is covered with different sets or systems of sand-waves, due to 
the numerous channels, and navigation is much impeded. Nevertheless, 
no stream with which I am acquainted shows so well the method of 
simple formation of bars which I have attempted to describe; the com¬ 
plicated channel is a natural consequence of the small supply of water 
and undue proportion of sand. 

The Ohio resembles the Upper Mississippi in many respects, but its 
floods are far more violent, and its low-water stages more general and 
lasting. The bed is generally composed of heavier materials, and much 
gravel is moved, while the banks are but little eroded. 

Islands are not very numerous, and the bars are usually simple in 
their formation, but contain much gravel. The low-water discharg 
the river is so small as to be usually inadequate to the task of breaking 
through them ; hence, low-water navigation is very bad. 

Both on this stream and the Upper Mississippi the channel is not lia¬ 
ble to sudden and radical changes as on the Missouri. 

The Missouri, although not the greatest in volume, is nevertheless 
the tributary which most resembles the main-trunk stream. It is very 
peculiar in its action, although all the observed phenomena are easily 
explained. Its volume and slope do not differ materially from those of 
the Upper Mississippi, yet the velocity of the current is probably twice or 
three times as great. This fact can only be explained by the supposition 
already mentioned, that it is due to the great mobility of the bed, and 
consequent small amount of friction, which euables the velocity to ap¬ 
proximate, more nearly than is usually the case, to that due to the 
actual descent of the stream. The velocity varies from three miles to 
at least nine miles an hour. 

The bed and banks are composed principally of an almost impalpable 
sand; heavy .sand is rare, and gravel is usually only met with near the 
bluffs. As might naturally be expected, the amount of disturbance of 
the bottom is enormous, the water penetrating it to considerable depths, 
and whirling along great masses of sand, which is so tine that a very 
large amount is suspended and carried forward by the water, in addi¬ 
tion to that which rolls along the bottom. 

The rate of advance of the sand-waves is very rapid, but they are 
never allowed time to dam up the water to any extent. Their crests 
are always high and flat, and the water, even at high stages, is obliged 
to force channels through them. These cuts at once become reservoirs, 
into which pours the greatest body and the heaviest of the moving sand ; 
consequently they soon till up, and a breach is quickly formed at some 
other point. These sand-waves are generally greatly elongated down¬ 
stream, but their shape is constantly changing, and they wash away 
and re-form with astonishing rapidity. 

The increased discharge of floods gives the current an enormous in¬ 
crease of velocity, and, hence, of excavating power, and the amount of 
material moved keeps pace with the increased volume of water, and in 
consequence there is not much difference in the chanuel-depths at flood 
and at low stages. 

The navigable channel is of course constantly shifting, being now on 
one side of the river, now on the other, and it requires the greatest skill 
and judgment on the part of the pilots who navigate it. 

During very low stages the velocity is much reduced, and the pecu- 
H. Ex. 49-G 



82 


NAVIGATION OF THE MISSISSIPPI RIVER. 


liar characteristics of the river are not so apparent, but slight causes 
suffice to disturb the equilibrium and effect great changes. 

The banks are eroded with extraordinary facility, and as old logs and 
stumps are found buried throughout the valley, there seem to be good 
reasons for thinking that the river may have traveled over the entire 
width of its valley, perhaps more than once; at all events, land along 
its banks is held by a most uncertain tenure. 

From what has been said it may readity be inferred that the effect of 
any engineering constructions, as is also true of natural obstructions, 
will be very marked and speedy, but not necessarily permanent nor easy 
to maintain. 

After joining the Upper Mississippi, the turbulent propensities of the 
Missouri are a good deal curbed by association with its more.orderly 
partner, and the heavy sand of its new bed also tends to bring about 
this desirable result; but nevertheless, its influence is still quite appar¬ 
ent, and manifests itself especially in the instability of the channels 
during low stages. 

After passing Cairo we reach the Lower Mississippi proper. 

We have now left the rock-bluffs behind; hence to the Gulf the banks, 
with a few exceptions, are uniformly composed of layers of sand and 
clay, surmounted by a stratum, about 30 feet thick, of alluvial soil. 
These banks, except where under cultivation, are covered with a rank, 
heavy growth of timber, and the bars which emerge from the river are 
speedily taken possession of by a dense growth of willows and cotton¬ 
woods. The curved formation being entirely unopposed, is very strongly 
developed, increasing, however, as we descend the river and as the ve¬ 
locity of the current diminishes. 

The bluffs which touch the river at Memphis, Vicksburg, and a few 
other points, the most southerly of which is Baton Rouge, are composed 
principally of sand, with some clay and gravel; the sand being often 
partially cemented with iron ore. 

There is quite a large number of islands, generally of considerable 
size and tolerably stable. The manner of their formation will be ex¬ 
plained further on. 

The bed proper of the stream is a peculiar tenacious clay, as already 
stated, but on this bed rest the immense deposits of all kinds ot material 
brought in by the tributaries or precipitated into the stream when the 
banks are undermined, and it is the action of the water on these de¬ 
posits, moving them and heaping them up in certain localities, which 
gives rise to the bars. 

Although the principle governing the formation of these obstructions 
is precisely the same as in the similar cases, yet the peculiar circum- 
stances under which it occurs causes a good deal of variation from the 
simple type. 

The principal cause of variation lies in the curved shape of the 
stream, which is very marked and persistent; consequently, at all 
stages of water, the channel is more or less curved, and this shape de¬ 
termines the manner of deposition of the materials moved by the 
water. 

In discussing the case of a straight channel-wav, it was stated that 
the heavier materials would follow the thread of the strongest current. 
This is still true in the case before us, but, owing to the great curvature 
of the bed, the question of the location of this current is no longer as 
obvious as before. As a matter of fact, it varies with the stage of water, 
and will always be found following a path as nearly direct as possible, 
which throws it more or less directly from one point to another, and as 
the river rises it approaches more and more closely to these points. 


NAVIGATION OF THE MISSISSIPPI RIVER. 


83 


The great volume and force of the river enables it to move both gravel 
and heavy sand, and these will be deposited near the points, or wher¬ 
ever the high-water channel may be. As the river falls the diminished 
velocity renders it incapable of moving these deposits, and the water is 
gradually deflected by them toward the bends. 

These constant accretions of heavy material will, of course, gradually 
extend the points, thereby encroaching on the space occupied by the 
water at lower stages, and as the banks offer less resistance than the bed 
they will be eroded and the bend will be elongated; it is thus that the 
curved form is perpetuated and constantly increased. 

In emerging from a bend the water spreads out in a fan-shaped mass, 
the strongest current taking the shortest available route. It might be 
inferred from this that a section across the stream would show the great¬ 
est depth where the current is strongest, but the reverse is usually the 
case; the extra velocity simply moves more or heavier materials, and 
the depth is not increased. From one side of the fan to the other we 
have all grades of velocity, and similarly all grades of material. Finally, 
between the extreme edge of the sand-wave and the concave bank we 
have a very deep pool, in which the velocity is relatively quite small. 
These pools receive only the lightest deposits—principally mud; they 
are partially filled up at High water, but are scoured out at low stages, 
even down to the main clay-bed. 

The sand waves still retain their characteristic features, but the heav¬ 
iest portions, instead of being at the center, now lie alternately on op¬ 
posite sides of the stream and near the points. 

The erosion of the banks aud the extension of the points gradually 
elongate the bends, and after a time the additional resistance thus 
offered to the free discharge at high water, and which is always repre¬ 
sented by a ponding back and consequent increase of head, causes the 
current to cut a channel through the point-bar; this becomes a perma¬ 
nent outlet for flood-discharges, and the bar outside becomes an island. 
Outside of this, other bars form, aud in their turn become tow-heads 
and islands. 

There is no doubt whatever that all the Mississippi islands have been 
formed in this way, or ebe by cut-offs. 

The channels behind them are called chutes, and are essentially high- 
water channels, and the absurdity of endeavoring systematically to turn 
the low-water channel into them should, it seems, be obvious; never¬ 
theless it is constantly being proposed, not only by amateur engineers, 
but also by men who should know better. The chutes are merely vents 
for the discharge of floods, and as they furnish the most direct route, a 
great portion of the heavy material in motion, comprising not only 
gravel and heavy sand, but logs, snags, &c., naturally passes through 
them. Tue snags and logs often lodge, as the chutes are not usually 
deep, and in any case it is safe to count on finding the bottom composed 
mainly of gravel and very coarse sand. These chutes are, as a general 
rule, dry at low water, and are only used by boats ascending the stream 
during high stages. 

It frequently happens, however, that great erosion takes place in 
them, increasing their length to such extent that the maximum velocity 
of the current is no longer found in them; in this case the chute no 
longer goes dry at low water. Finally, by some means the high-water 
discharge may be diverted into the bend, which at once fills up, aud 
the chute becomes temporarily, or even permanently, the main channel 
of the river. This shifting of the channel from one side to the other of 
a bar or island is not an uncommon occurrence at low water, provided 


84 


NAVIGATION OF THE MISSISSIPPI RIVER 


the length, and consequent fall, in the two channels does not materially 
differ. 

As the various actions here described are constantly going on, the 
bars on the points constantly advancing, and the shores of the bends 
receding by continual erosion, it may well be asked where this action is 
to stop, and what there is to prevent an indefinite lateral extension of 
the river-bed. 

If caving of the banks were only confined to the apices of the bends, 
this action would go on until the channel had been so much lengthened 
that the current velocity would no longer be equal to the task of trans¬ 
porting the sand, and consequently the latter would accumulate until 
the whole bed of the stream would be raised, and new conditions of flow 
be set up. But, as already stated, this condition of affairs rarely occurs, 
for the caving of the banks almost always extends to a considerable 
distance to each side of the apex of the bend, and the neck of land 
between two consecutive bends, being eroded on both sides, gives way, 
and a cut-off is formed. 

In this manner, or the one previously described, the length of the 
river is preserved from any great variation. 

1 have as yet said nothiug about the absolute size and extent of the 
sand-waves, and this I purposely left unsaid, for the greatest possible 
variety is to be found among them. It will not, however, be difficult to 
infer, from the foregoing remarks, that their absolute dimensions, as 
well as their position, will vary from year to year. Their dimensions 
must always express the difference between the carrying and depositing 
action of the stream, and this of course varies greatly according to the 
relative amount of water and sand supplied each year. As already 
shown, the different tributaries furnish sensibly different materials, 
which difference influences this question greatly, and the length and 
extent of the floods is also a very important consideration. A short, 
violent flood creates a great disturbance on the bottom, and sets many 
large sand-waves in motion, but as the velocity of the current is quickly 
checked by the rapid fall of the water surface, it is quite unable to cut 
its way promptly through the extensive shoals created. Shoal water 
for the whole season invariably follows a sudden rapid fall. If the fall 
is gradual, the motion of the sand-waves ceases before the velocity of 
the current is too much reduced, and further supply of sand being thus 
cut off; the greater portion of the wave is carried off by the current, 
leaving only such a barrier as can be broken through during low water 
with comparative ease. 

There are generally two floods in each year: the first occurs usually 
in March or thereabouts, and is called the spring rise; the second is 
called, from the month in which it usually occurs, the June rise. 

The spring rise, being generally due to the melting of snow, &c., on 
the lower portions of the streams, may be considered as mainly local, 
and as the greater portion of this influx of water runs off or out of the 
banks, a great deal of soil accompanies it; hence, the spring rise is 
generally a very muddy one, and the quantity of material moving is a 
maximum. 

The June rise generally comes from the headwaters, and, owing to 
the distance that it travels, it brings comparatively little sediment with 
it; and although it sets the sand-waves again in motion, it rather 
decreases than adds to their magnitude, and is therefore of decided ad¬ 
vantage to navigation. In fact, when the June rise is small, or, as 
sometimes happens, altogether wanting, a shoal-water season inevitably 
results. 


NAVIGATION OF THE MISSISSIPPI RIVER. 


85 


So far we have looked upon the bars simply as evils to be deprecated; 
but there is another side to the question. All the streams are liable to 
great floods, which carry oft* in a very short time a large percentage of 
the annual discharge. During the remainder of the season there are 
but small additions to the volume of water, and were it not for the 
peculiar formation of these streams they would go dry, like ordinary 
torrents; but the shoals hold the water back, and it is stored up in the 
deep pools, to be drawn out gradually as the season advances. 

On the large streams, these pools always contain enough water to 
maintain fair navigation through the dry season, provided it be used * 
with discretion ; but any attempt to tap them too soon, or too lavishly, 
will, by prematurely draining them, increase rather than remedy the 
evils complained of. 

When an improvement is projected, the bars must be looked upon as 
dams and treated accordingly, it being borne in mind that it is better 
not to increase the actual flow over the dam, but rather to decrease its 
width and increase its depth, the flow of water remaining the same. 
When properly done, this need not disturb the normal state of affairs, 
while it will afford to navigation all the facilities required. Should, 
however, ill judged measures result in drawing down the level too 
rapidly, it will be found that other bars, which had before been too 
deeply submerged to attract attention, will now be sufficiently near the 
surface to become obstructions in their turn, and to require works for 
their removal. 

The persistency of the principal bars is remarkable; indeed, it is prob¬ 
able that many of them are only disturbed by the exceptionally great 
floods which occur at long intervals, and generally cause great changes 
throughout the whole length of the river. This persistency can only bo 
accounted for by the sifting process before ailuded to. Every minor 
flood sweeps out the lighter portions, leaving the heavier ones behind, 
and as this occurs year after year, it follows that the solidity of the bars 
must constantly increase, with the results stated above. 

The fact that these bars remain in one place does not conflict with 
the general motion of the sand-waves, as the latter are formed of the 
loose materials lying along the points, or in the pools, and which receive 
constant additions every year from the caving of banks and the influx 
of the tributary streams. The permanent bars are deeply buried under 
this flood of sand, whose waves move on their course above them ; it is 
only when the river has fallen considerably that their location begins to 
be apparent. The first motion of the sand-waves, caused by a rise, fills 
up all inequalities in the bed of the river behind the main bars, and even 
the beds of the pools are greatly raised. 

It is always found that, during every low-water season, a limited num¬ 
ber of bars show considerably less depth of water than the others, aud 
hence form the gauge to which navigation must adapt itself. 

As far as my experience goes, this is always due to local causes, as 
examination reveals the presence of an undue amount of gravel or other 
heavy deposit occupying not only the site of the high-water channel, 
but that of the low-water channel also. This rule I believe to be inva¬ 
riable, aud I regard the proper apprehension of it to be of the greatest 
importance. 

Where bluffs are near the river much gravel is brought in by small 
creeks,' and such localities are almost always troublesome, especially if 
they be near the mouth of some tributary which is liable to bring in 
considerable sediment. 

On the Lower Mississippi this cause is not of frequent occurrence, 


86 


NAVIGATION OF THE MISSISSIPPI RIVER. 


but it is, nevertheless, gravel in the low-water channel which causes 
the trouble. 1 account for this unlooked-for deposit as follows: in the 
constant changes which have been going on in the river, it has frequently 
happened that a combination of circumstances has directed the ordinary 
and low-water channels of the river over ground which had formerly 
been occupied only at high water, and in such cases great beds of gravel, 
due to old floods, are uncovered, either on the banks or in the bed of the 
stream, and being washed into the low-water channel, retard the proc¬ 
ess of cutting out, besides producing other complications. 

Another agency must, however, be noted here; As already stated, the 
sand-waves move on, irrespective of the permanent bars below them, 
and it may, and quite often does, happen that a large wave may stop on 
one of these bars when the river falls; when this occurs the crest of the 
bar is of course much raised above its usual height, and it will become 
a prominent obstruction for the time being. As a general rule the next 
flood removes it, although in some special instances several seasons have 
been required for the purpose. When an engorgement of this kind 
takes place at a bar which would be troublesome under any circum¬ 
stances, the effect is very marked, the ponding back of the water ex¬ 
tending over very great distances. Thus, in the low-water season of 
1871, the bar at Turkey Island, about sixty miles below Saint Louis 
was gorged in this manner, giving only 4 leet available depth, with a 
very changeable channel. The water was so backed up that the gauge 
at Saint Louis read 5 feet above low water, although at all other points 
along the river below the bar it seemed to be at its lowest stage. The 
bad bars between Saint Louis and Turkey Island never had less than 
7 feet of water over them while this gorge lasted, whereas their depth 
the next year was less than 4 feet. During the same season Reeve’s 
Bar, just below Memphis, was gorged in a similar manner, with a chan¬ 
nel-depth never exceeding 4£ feet, and in consequence the bars between 
Memphis and Cairo gave not less than G feet of water instead of 4J feet, 
which is to be expected under ordinary circumstances. 

Jn all cases of bars which are habitually bad we find an unusual width 
of river. This is due to the action of the gravel-deposits before men¬ 
tioned, by which the low-water current is directed against the banks, 
rapidly eroding them, and the channel being already choked with sand 
keeps constantly shifting, while the current attacks both shores indis¬ 
criminately. In this way a great width is soon attained, and the regular 
bar-formation is entirely broken up. The gravel and other heavy ma¬ 
terials brought down by the flood-current are deposited without order 
or regularity, and as the great width of the river reduces the current- 
velocity, deposits of gravel, &c., arriving from above, are stopped in 
these wide reaches, as the current is not strong enough to keep them in 
motion. By the shifting action before mentioned the lighter materials 
are swept away, while the heavy ones remain, and they are frequently 
distributed across the whole width of the bed ; the low-water discharge 
is obliged to force its way through these heavy deposits, the result being 
a very shallow channel, uncertain in location and constantly shifting. 

In cases like this, the obvious method of improvement needed is to re¬ 
store as much as possible the curved channel-way, which alone secures 
permanence or regularity of action, as by this means the high-water 
channel will be separated from that of low water, and will be at liberty 
to deposit its gravel, &c., where it will do no harm. The width of the 
stream must at the same time be reduced to its usual amount, and the 
reach may also require to be shortened, so as to increase the slope and 
velocity to the proper extent. It is quite probable, too, that in a case 


NAVIGATION OF THE MISSISSIPPI RIVER. 


87 


of this kind, dredging on the line of the proposed low-water channel 
would be highly beneficial, as it would hasten the cutting-out of this 
channel, and lessen the danger of the current seeking some easier but 
less desirable outlet than the one selected. 

It is frequently asserted, and no doubt with truth, that navigation on 
these streams is constantly and steadily deteriorating; this, it is stated, 
is due to the fact that the floods are more violent, and of shorter dura¬ 
tion than formerly, the reason being that owing to the great increase in 
the extent of land under cultivation, the rain-water falliug on it is at 
once absorbed, and speedily finding its way into the river runs off and 
is lost. Before the ground was cultivated the tough prairie-sod was 
almost impervious to water; hence the rain-fall was stored up on the 
surface, and was only drained off by degrees. The floods were, there¬ 
fore less violent and of longer duration than at present. 

But this is not the whole trouble. Violent freshets, as has already 
been explained, bring down greater masses of sediment and cause 
greater erosion ; the wash of steamboat-wheels, and the many influences 
which men exert upon these rivers, also cause a great increase in the 
rate of bank-erosion, both on the tributaries and on the main stream. 
From all these causes it follows that the amount of sediment yearly 
poured into the Mississippi is steadily becoming greater, and the depth 
on the bars is decreasing. Many persons have inferred that there is 
even danger of the stream raising its bed, but this apprehension seems 
to be without foundation ; for as long as the banks offer so little resist¬ 
ance the stream has no difficulty in obtaining all the channel-way needed, 
and hence no rise in the level of water-surface is likely to occur; it has 
to destroy the banks, leaving the heavy deposits of the bed untouched. 
From this action results a great increase of width, and the depth must 
be reduced iu like proportion, owing to the decrease in scouring force; 
moreover, the bed being wider, the channel is not forced to one definite 
location, but has unchecked opportunity for annoying changes. 

Within the memory of living pilots the shoal water has extended down 
from Plum Point, one hundred miles above Memphis, to Lake Provi¬ 
dence, fifty miles above Vicksburg, a total distance of four hundred and 
fifty miles; and as these disturbing causes will act with more vigor 
every year, it is time that we should fairly face and realize the fact that, 
unless speedily checked, there are natural causes at work which will 
eventually destroy the navigability of the Mississippi and its tributary 
streams. 

From what has been said it may be readily inferred that a wholesale 
revetment of the Mississippi banks would entail the gravest conse¬ 
quences; the bed would infallibly be raised by the accumulation of 
deposits, and disastrous inundations would result. 

The influx of sand from above must first be stopped, then the river 
will have a chance to clear itself, and, as its width contracts, the shores 
can be revetted to prevent any further injurious changes. 

Before entering on the subject of improvement, however, it will be 
well to describe briefly the manner in which boats usually run, either 
from convenience or necessity, as this must necessarily have an impor¬ 
tant bearing on the subject. 

During extreme flood-stages the bars are deeply submerged, and the 
current, as before stated, approximates in direction very nearly to the 
shape of the river. Down-stream boats run pretty nearly in mid-stream, 
occasionally nearing the bend shore when the curvature is considerable. 
Up-stream boats, however, keep as near the points as possible at this 
stage, and also use the chutes, for although they meet a stronger current 


88 


NAVIGATION OF THE MISSISSIPPI RIVER. 


the distance saved is so great as to compensate for the disadvantage of 
additional resistance. As the water falls the chutes soon get too shoal 
for safe navigation, and the water begins to draw away from the points 
and into the bends; down-stream boats then have to run the concave 
shores or bends, but up-stream boats keep up over the bars as long as 
it is safe to do so. Finally, the water begins to pond up behind the bars, 
and the depth on the crest decreases until a breach is formed, or, as 
the pilots say, “the bar cut out,” and through this gap both up and 
down-stream boats must pass, and as the water continues to fall this 
cut fills up, and after a time another one forms, but higher up stream, 
and generally of less depth. This process is usually repeated several 
times, till finally the channel may lead square across the stream, and 
be neither wide enough nor deep enough for the wauts of navigation. 
Such is the usual programme, which, however, may be considerably 
varied. 

The cutting-out process explains the anomalous fact that the river 
may fall considerably with decided advantage to navigation, while a 
rise may produce diametrically opposite results by filling up the cuts 
through the bars, without giving depth enough to go over them. Occa¬ 
sionally, however, the river falls so low as to be utterly unable to maintain 
a channel, and in this case a small rise generally does much good by 
increasing the volume of discharge and cutting out a good channel 
through the bars ; but to effect this it must not of course be high enough 
to flow over them. 

A long stand at one stage is also advantageous, as it gives time for 
the water to concentrate and gradually to cut out a channel. 

Such being the principal facts observed, it remains only to consider 
the principles upon which an improvement should be based. 

It must first be laid down as a cardinal principle that no work should 
be allowed which will interfere with the present navigation. As boats, 
during high stages of water, depend upon the use of the various chutes 
and other similar channels, as an important means of saving distance, 
it would manifestly be improper to project any works which would pre¬ 
vent this use, except in cases of absolute necessity, and it is thought that 
such cases will be very rare. 

As I have endeavored to show', the small depth on the bars is due to 
the reduction in velocity and scouring power which follows a diminu¬ 
tion of the discharge ; hence it follows that the remedy should consist 
in increasing the velocity to the exteut necessary to accomplish the work 
desired. 

No matter how low the Mississippi may be, there is always a sufficient 
amount of water passing to form and maintain a channel of the width 
and depth deemed necessary for the wants of navigation, but this water 
is scattered over so wide a channel that its capacity for work is nowhere 
utilized. It therefore follows that, by a proper amount of contraction 
applied to this wide, shallow' channel-way, the volume of water can be 
so far concentrated as to furnish the scouring power needed. 

It must be remembered that all channels through the bars, whether 
natural or artificial, will be filled up when the ^and-waves begin to move. 
The tardiness with which they again form naturally is the great impe¬ 
diment to navigation, and the object of any works of improvement must 
be to hasten and direct this process, so that the channel will always be 
found in the same location, will be formed promptly, and will furnish 
the depth deemed necessary for navigation. 

From what has been said before regarding the distribution of the 
materials moved by the water, it must be evident that some portions of 


NAVIGATION OF THE MISSISSIPPI RIVER. 


89 


tli© bars will offer far more resistance to erosion than others, and as 
these points are to be found in the high-water chanuel or channels, it 
would therefore seem a matter of common prudence to avoid these chan¬ 
nels, in order to lessen the labor imposed upon the works of improve¬ 
ment. If these works are so planned as to direct the new channel to a 
point known to be in the line of high-water deposits, the work of pre¬ 
liminary excavation will be manifestly far more difficult than if lighter 
materials only were to be moved; and, moreover, each flood will till up 
the new channel with these same heavy deposits, which must so often be 
removed. 

It should, therefore, be laid down as a general rule, that, in the im¬ 
provement of these rivers, the artificial channels should never coincide 
with those of high water, unless the special advantages to be gained are 
such as to balance the enormously increased expense and risk. It is 
not, of course, meant by this that the artificial channels should be made 
as indirect as is frequently the case when formed naturally; the increased 
scouring force due to the works of improvement will, as a general rule, 
render this unnecessary, and there is, of course, opportunity in this, as 
in most other things, for the exercise of good judgment. 

Having settled the direction of the new channel, the next thing is to 
determine its dimensions, which should not be unnecessarily great, lest 
the pool above be drained off too rapidly. A sate rule to follow is to 
so proportion the opening that the total discharge over the bar may not 
be increased by the works of improvement, or, in other words, a suffi¬ 
cient portion of the water flowing over the bar must be cut off, and 
be made to flow through the bar and on the line selected. 

The works necessary to accomplish this purpose will consist of dikes, 
built out from one or both shores. 

Where several channels exist, one or more may be closed by dams, and 
this method, where practicable, has many advantages; it allows both 
ends of the dike to be secured ; whereas in an ordinary spur-dike only 
the shore-end has this advantage, and in general the work of construc¬ 
tion will be much easier. 

In deciding which channel to close, it is only necessary to find and 
choose those through which the flood-waters pass. As I have previously 
stated, these channels are generally only navigable at high water; they 
are filled with the heavy deposits of that stage, and should, therefore, 
always be closed in preference to the others. In some instances there 
will be but little choice in this respect; and when this is the case, the 
channel offering the best general advantages may be left open. 

The height given the dikes will depend upon the work expected ot 
them. They should obviously be kept as low as possible, both from 
motives of economy, and in order to impede the flood-discharge as little 
as possible. This matter also affects navigation very materially, espe¬ 
cially where any of the minor channels are closed ;’ as these are navi¬ 
gated up stream at high water, or in fact whenever there is enough 
water to admit a boat, it follows that any works erected in them should 
interfere as little as possible with up-stream navigation. 

A certain height is, however, necessary, in order that the dike or dam 
may begin to deflect the water in the desired direction before its volume 
and scouring capacity are too much diminished; and I think that a 
height of 10 feet above extreme low water will probably be sufficient 
for this purpose, while the injury to navigation will be small. 

The precise manner of constructing these dikes must be largely a mat¬ 
ter of experiment. They will usually have to be built on sand or, at 
best, gravel, and must therefore have a broad bed of brush, to prevent 


90 


NAVIGATION OF THE MISSISSIPPI RIVER. 


them from sinking; above this, the dike should be composed of layers 
of brush, weighted down with broken stone. The root of the dike, that 
is, its junction with the bank, must be well secured, to prevent the water 
from getting around it. 

In some cases it is thought that traiuiug-dik&s may be needed to de¬ 
flect the high-water discharge from that portion of the river-bed through 
which it is desirable to cut the low-water channel; these works will be 
more costly and difficult of maintenance than those already mentioned, 
but the method of construction will be the same. They should only be 
resorted to where it is absolutely necessary. 

In order to hasten or assure the formation of the new channels on the 
selected lines, dredging will, in some cases, be of service, and this will 
especially be the case where it is necessa^ to take the channel through 
a bed of heavy deposits. These may be dredged out to advantage, for, 
if the contracting or training dikes are properly located, they will not be 
likely to deposit again; but it must bo distinctly understood that the 
dredging recommended is only conditional upon the erection of the other 
works. Without them it would be of no service whatever. 

In order to prevent injurious changes of channel which might destroy 
the effect of existing works or necessitate the construction of additional 
ones, a large extent of bank must be protected, and this item will be by 
far the most expensive and the most difficult portion of the improve¬ 
ment. The great height of the banks, the depth of the water, and the 
treacherous nature of the banks themselves, all combine to form a prob¬ 
lem exceedingly difficult of solution. Either a succession of stone dikes 
or a continuous stone revetment may be used ; both are very costly, the 
latter the most so, more especially as all the stone required will have to 
come from the Ohio or Upper Mississippi. Experiment may determine 
some cheaper material or combination of materials, and it is very desira¬ 
ble that such should be the case. 

Finally, the security of navigation demands the removal of the snags 
and wrecks which incumber the bed of the river. 

The removal of snags is a work of indefinite duration, and a fleet of 
boats must always be kept up for that purpose. 

The removal of wrecks, although a good deal akin to the former, is 
nevertheless a work of far less extent, and may be completed in a few 
seasons. Special machinery is, however, required, and a boat should be 
properly fitted up for this special service, and be kept at work until the 
wrecks are all removed. 

SPECIAL DESCRIPTION. 

Having now given a description of the general characteristics of the 
river and of the causes operating to the prejudice of navigation, I shall 
describe as briefly as possible those places of difficult navigation which 
give less than 10 feet water at all stages. They are arranged in the 
order in which they are met with after leaving Cairo, and their approxi¬ 
mate distance from that place is also given. 

Wolf Island , thirty miles from Cairo , and just below Columbus , Ky .— 
This island divides the river into two channels, of which the left-hand 
one only is generally used. The right-hand channel is only available 
during high water. Just above here are bluffs, and the river is unusually 
narrow and deep. The washings from the bluff have obstructed the 
channel below to some extent, and have caused an undue erosion of the 
banks, thereby widening the river and shoaling it. Least depth of water 
8 feet. 


NAVIGATION OF THE MISSISSIPPI RIVER. 


91 


Phillips’s Bar, fifty-seven miles from Cairo , and five miles below the foot oj 
Island, No. 8 (Sketches Nos. 1 and 2).—This shoal is probably caused by 
gravel from the Hickman Bluffs, which is washed down through the 
chute of Island No. 8. As is usual in such cases, the width of the river 
has been greatly increased by bank-erosion, which in this instance, how¬ 
ever, seems to have been ‘beneficial, by enabling the low-water channel 
to avoid the gravel deposits. In 1863 the channel led from Shotwell 
field to Phillips’s house, directly through the gravel bar, and the depth 
at low water was ouly 4 feet 2 inches. It is now, however, below this 
bar, and the depth has not for some years been less than 7 feet, and there 
will probably be no further trouble till the advance of the gravel shuts 
out the present chaunel also. 

Island No. 10, sixty-seven miles from Cairo. —The river here is very 
wide, and the bed is much obstructed by wrecks. Owing to these causes 
the channel is shifting, and gets down to 8 feet. The banks throughout 
the bend above are caving very badly, thus adding to the trouble 
below. 

New Madrid, eighty miles from Cairo. —In the bend below town, just 
above Dr. Martin’s (Sketch No. 3), the river is much obstructed by rack- 
heaps, and the hulls of steamboats that have been wrecked on them. The 
depth of ivater at low stages is 7 feet. 

Point Pleasant, eighty-seven miles from Cairo (Sketches Nos. 3 and 4).— 
This is one of the habitually bad places. The river, as will be seen, is 
nearly double its usual width, and the bed is covered with gravel de¬ 
posits. This gravel is probably due to old changes in the river, as it is 
known that several islands have been lost sight of in this neighborhood, 
and it is quite possible that the present chaunel leads through some of 
the old high-water deposits. As might be expected from its general 
characteristics, the channel at low water is shifting and uncertain. It 
generally gets down to 6 feet, and has been as low as 4£,feet. 

Tiptonville, ninety-one miles from Cairo (Sketch No. 4).—The river here 
is also very wide, and the channel is somewhat shifting. It gets down 
to 8 feet. 

Head of Island No. 16, one hundred and sixteen miles from Cairo 
(Sketch No. 5).—The river here spreads out to a width of one and one- 
half miles, and is proportionately shoal. There are two low-water chan¬ 
nels, as indicated, which have about the same depth of water. There 
are very extensive rack-heaps in the river opposite Bell’s Point, which, 
by deflecting part of the water toward the Tennessee shore, may have 
caused the trouble here. The low-water channel depth is 6 feet. 

Island No. 18, one hundred and twenty-six miles from Cairo.— There are 
three channels here, although only the extreme left-hand one is now 
generally used. The best water is sometimes in one, sometimes in 
another, and the least depth is 8 feet. 

Island No. 21, one Imndred and thirty-six miles fron'i Cairo. —There are 
two channels here. The right-hand one alone is used. It is a good deal 
obstructed by wrecks, which have caused the formation of a large bar 
along the Missouri shore, above Mrs. Hickman’s. The channel goes out¬ 
side of this bar and gets down to 7J feet. 

Head of Island No. 26, one Imndred and fifty-two miles from Cairo .— 
Eiver wide and channel somewhat shifting ; sometimes becomes trouble¬ 
some, but the usual depth of late has not been less than 9 feet. 

Plum Point. —Sketches Nos. 6, 7, and 8 show the river around Plum 
Point, which has always been regarded as the worst place on the river. 
The length of this reach, which extends from foot of Island No. 26 to 
the head of the bluffs at Port Pillow, is twenty miles. The width of the 


92 


NAVIGATION OF THE MISSISSIPPI RIVER. 


river varies from one to three miles, and there are several islands and 
many immense sand-bars which are dry at low water. This reach ex¬ 
emplifies in the fullest manner the troubles attendant on excessive width, 
which have been described in a previous portion of this report. The low- 
water channel may be found anywhere between the two banks; it is con¬ 
stantly shifting and is often much divided. The bed of the river has 
become a receptacle for the gravel carried by the current at high water, 
and the incessant erosion of the banks tends to keep up this bad state 
of affairs. The improvement of this place will require careful study. 

Foot of Island No. 26, one hundred and fifty-seven miles from Cairo 
(Sketch No. 6).—This is the first crossing in Plum Poiut Reach, and is 
liable to change slightly. It gets down to 5J feet. 

The next crossing, Fletchers (Sketch No. 7), is changeable, and some¬ 
times shoal. At present, it leads very squarely across the river, but 
gives 10J feet. 

Elmot Crossing (Sketch No. 7), the next below Fletcher’s, is also 
changeable, but at present gives 12 feet. 

Foot of Island No. 30, one hundred and sixty-six miles beloic Cairo 
(Sketch No. 7).—This is the next crossing below Elmot’s. It is very 
changeable and generally very shoal, often giving less than 5 feet. 

Osceola , one hundred and seventy miles from Cairo (Sketch No. 7).—This 
is next below the previous crossing, and has the same characteristics 
and depth. The last crossing in this reach, that at the foot of Bullerton 
tow-head (Sketch No. 8), is also frequently very changeable. Just now 
it is comparatively good. 

Island No. 34, one hundred and eighty four miles from Cairo. —There are 
two channels here, but the one down the chute is the best, and is now 
always used. It gets down to 8 feet. 

DeviVs Elbow fivo hundred and fifteen miles from Cairo (Sketch No. 9).— 
The channel has, for many years, been down the chute of Island No. 37. 
This has, however, caused gravel-bars in the old channel to produce an 
undue erosion of the banks below the island. 

The crossing from the foot of the chute to Sexton’s gets down to 6 
feet; the lower crossing from Point Able to Charley Morris’s gets down 
to 8 feet. 

This portion of the river is extraordinarily crooked, and the bends 
have become so long that they all have a tendency to fill up, the chutes 
thus becoming the main channels. As an example, Sketch No. 10 shows 
Brandywine Bend, the next below Devil’s Elbow. 

Foglemap’s Chute, generally knowu as tire Outlets, will, it is thought, 
become the main channel before many years. 

Island No. 40, two hundred and thirty-four miles from Cairo (Sketch 
No. 11).—The bend here is also very long, but there will probably be no 
change of channel until oue occurs above. The chute is now dry at the 
head in low water. * Above Redman’s Poiut the river is very wide, and 
there are two low-water channels. Depth of water, 6 feet. 

Just below Memphis lies President’s Island, at the foot of which there 
are some very troublesome shoals. These are illustrated by sketches 
Nos. 12, 13, and 14. They are, I think, due, without any doubt, to the 
great masses of gravel which have been washed out of the bluffs at 
Memphis. The natural route for this gravel has been down the chute 
of President’s Island, but enough has been deposited on the bar at its 
head to keep up a rapid extension of the bend, which is still going on. 
The gravel which passes down the chute is deposited in large masses on 
the bed of the river, from the foot of President’s Island to the head of Cow 
Island, No. 47, and it is almost impossible for the low-water current to 


NAVIGATION OF THE MISSISSIPPI RIVER. 


93 


excavate a channel through it. There is a good deal of water goes down 
the chute at low stages, which might be cut off and sent down the bend, 
to assist in maintaining a channel through the gravel, but this will 
necessitate reveting the shores of the bend, which are already caving 
badly. Deflecting dikes below may also be necessary; but the main 
point, I think, will be, first, to dredge a deep, wide channel through the 
gravel, and then, if need be, to construct additional works to assist in 
keeping this channel open. The first of these shoals is at the— 

Foot of President’s Island, two hundred and fifty seven miles from Cairo , 
and eight miles from Memphis (Sketch No. 13).—This crossing gets 
down to 0 feet. The next one is at— 

Reeve's Bar , two hundred and fifty nine miles from Cairo (Sketches Nos. 
13 and 14).—This is the worst of all, as it gets down to 4£feet, and the 
channel is constantly changing. 

Horn Lake , two hundred and sixty-one miles from Cairo. —This is the 
lowest of these crossings; it is also changeable, and at times quite shoal; 
of late the least depth has been 7J feet. 

Harhlerodes, two hundred and seventy-six miles from Cairo. —Gets down 
to 9 feet. 

Commerce , two hundred and eighty-seven miles from Cairo. —Gets down 
to 8 feet. 

Below here the cut-off of last summer has completely unsettled thO 
channel as far down as Bordeaux Chute. 

Sketch No. 15 is appended to illustrate what has been previously said 
regarding the method of formation of islands. This sketch shows the 
cut-off formed below Commerce last summer, which cut off Couucil Bend 
and made an island of Liuwood Point. At the lower end, it shows an 
instance of the successive formation of islands outside of a point which 
accompanies the extension of a bend. This formation is a very old one, * 
being shown on the maps of 1821 substantially as it is to-day, but, with¬ 
in a few years, the elongation for the given slope having become exces¬ 
sive, Walnut Bend filled up, and the main chaunel is now down Bor¬ 
deaux Chute. It seems quite probable that if the cut-off at Commerce 
had occurred earlier, this change might have been at least deferred, and 
it still remains to be seen how the channel here will ultimately be 
affected by the change above. If the filling up of Walnut Bend had 
not been so far advanced, there would, 1 think, be little doubt that it 
would have been reopened by this change, but, as it is, the lost length 
will perhaps be more easily regained by erosion elsewhere. 

Ship Island, three hundred and eleven miles below Cairo (Sketch No. 
16).—The river here, as shown, is very wide; the channel is shifting, and 
gets down to 5 feet. 

Shoo fly Bar, three hundred and fifteen miles below Cairo (Sketches 
Nos. 16 and 17).—This is a very bad place. The river is exceedingly 
wide, and, as usual, a gravelly bed and shifting channel are the results. 
There are deposits of gravel along the shores, and as a good many 
changes are known to have taken place in this neighborhood, it is quite 
possible that the trouble here may have originated with some of the de- 
po its in the old high-water channels. Be that as it may, the present 
condition of affairs is such that further deterioration may be looked for, 
all the causes being at work which have already been adverted to in 
general terms, and also described as in action at Plum Point. The low- 
water depth is 5 feet. 

Helena , three hundred and twenty-nine miles from Cairo (Sketches Nos. 
17, 18. and 19).—We have here a wide and comparatively straight reach 
of river, extending from the mouth of the Saint Francis to the foot of 


94 NAVIGATION OF THE MISSISSIPPI RIVER. 

Montezuma Tow-bead. The great width, probably due to the influx of 
the deposits of Saint Francis Kiver, renders the channel exceedingly 
uncertain and changeable. At various times, too, some of the crossings 
have been very shoal, although this has not occurred recently. The 
lowest depth reported was in 1863, 4J feet. 

* Montezuma Bar , three hundred and thirty four miles from Cairo (Sketch 
No. 19).—This is also a very wide place; the channel shifts a good deal, 
and gets down to 7 leet. 

Island No. 63, three hundred and fifty-six miles from Cairo .—The river 
here is divided up into several channels, and the low-water depth is 8J 
feet. 

Head of Island No. 66, three hundred and seventy five miles from Cairo 
(Sketch No. 20).—The river here attains an undue width in the bend 
abreast the shoulder of the island, and the water, being split up into 
several channels, generally fails to cut a passage of proper depth into 
the bend. The depth at low water is only 6 feet, and the chaunel is 
liable to change. The trouble was probably originally due to accumu¬ 
lations of rack-heaps, which arrested the moving gravel, and caused the 
formation ol bars which the current is now unable to remove or cut 
through. 

Head of Island No. 69, three hundred and ninety-five miles fom Cairo .— 
The channel at the head of the island gets down to 7 feet. 

Choctaw Bend , four hundred and sixty miles below Cairo (Sketch No. 
21).—This is a very bad place; the low-water channel is shifting and 
uncertain, and its depth is only 5 feet. Kack-heaps at the head of the 
bend, and heavy gravel-deposits on the head of Island No. 78, have 
caused a great widening of the river at the expense of the Mississippi 
shore. From this has resulted a great decrease in scouring power, 
and the bed of the river is largely covered with gravel. The situation 
is so similar to that at Island No. 66 (Sketch No. 20), that it seems quite 
reasonable to infer that, similar causes being at work, the latter place 
will eventually be as troublesome as Choctaw is now. 

Greenville, five hundred and seven miles below Cairo .—This crossing is 
sometimes shoal, but at present gives 8 feet. 

Vaucluse, five hundred and fifteen miles below Cairo .—Is liable to sud¬ 
den changes, but generally gives 9 feet. 

At Skipwith’s Landing, five hundred and sixty miles from Cairo, 
begins a very troublesome piece of river, which extends to Short’s 
Landing, below Lake Providence, a distance of about seventeen miles. 
In this distance there are usually five crossings, all of which are very 
shoal at low water; and are constantly changing. The river is very 
wide. Not more than 5 feet can generally be counted on at low water 
on any of these crossings. This is usually the lowest of the very bad 
places; below here, from 7 to 8 feet can generally be found. 

The condition of the bars at Lake Providence has considerable influ¬ 
ence upon the condition of affairs at Choctaw Bend, one hundred miles 
above. When Lake Providence is very bad, Choctaw is usually good, 
while the amelioration of the lower shoal (Lake Providence) soon causes 
the bad water at Choctaw. This shows conclusively the effect of these 
bars in ponding back the water above them, and at the same time 
serves as an illustration of the results which would follow too lavish a 
tapping of these natural reservoirs. 

The first of the bad crossings is at the head of Island No. 93, five h un¬ 
bred and sixty-four miles from Cairo (Sketch No. 22). Channel depth 
at low water, 5 feet. 


NAVIGATION OF THE MISSISSIPPI RIVER. 


95 


The lowest crossing is opposite Lake Providence, five hundred and 
seventy-two miles from Cairo (Sketch No. 23). Channel-depth, 5 feet. 

Island Ho. 95, Jive hundred and eighty-jive miles from Cairo. —Tallula 
Bend is a good deal similar in geueral shape to that of ito. 6G and Choc¬ 
taw, but the channel-depth is not so much affected. It gets down to 8 
feet. 

Terrapin-Neck Cut-off, six hundred and ten miles from Cairo. —There are 
two channels here of nearly equal depth. The least depth is 9 feet. 

The effect of very extensive bauk-abrasion was well shown last sum¬ 
mer, in the harbor of Vicksburg, Miss. After the subsidence of the 
great flood of 1874, the shore of the point opposite Vicksburg caved 
in to an enormous extent. The sand thus precipitated into the river 
was washed down into the bend below, and the crossing from Vicksburg 
to delta, which usually is over 20 feet deep, was shoaled to 8 feet. It 
is supposed that the next high water will remove this shoal, and it is 
only mentioned to show what very exteusive and far-reaching effects 
may be produced by causes which at first sight may appear to be purely 
local. At the same time the bend of Diamond Island, sixteen miles be¬ 
low Vicksburg, filled up, and t he channel established itself permanently 
in the chute. This change was also probably due to the excessive bank- 
erosion at Vicksburg. 

Bonjurant's Pointy six hundred and ninety miles from Cairo. —The cross¬ 
ing from above the Point to Bruiusburg gets down to 9 feet. The river 
is wide. 

Hole-in the-Wall, seven hundred and thirty miles from (Cairo. —The river 
here is very wide, and the channel-depth gets down to 9 feet. 

Natchez Island, seven hundred and sixty miles from Cairo (Sketch No. 
24).—The river at the head of the island is quite wide, and there are 
several channels. At low water there is usually about 7 feet channel- 
depth, although it is said that there has been as little as 4J feet. If 
this information is correct, there is of course a possibility of a recur¬ 
rence of this undesirable state of affairs. The bar is probably caused 
by gravel washed out of the Natchez bluffs, six miles above. 

Saint Catharine's Bend , seven hundred and sixty-five miles from Cairo .— 
The river here is very wide, and split up, the bars being probably in a 
large measure due to the same cause as the one at Natchez Island. The 
low-water channel depth is 8 feet. 

Glascock's Island , seven hundred and seventy nine miles from Cairo .— 
The river here is very wide, and recent changes in the channel have set 
the banks to caving at a rapid rate. Ellis Cliffs, six miles above, have 
probably contributed largely to the formation of the bars here. The 
low-water channel-depth is 7Jfeet. 

Jackson's Point, seven hundred and ninety three miles from Cairo. —This 
crossing gets down to 9 feet. 

Mouth Red River, eight hundred and tic entry tivo miles from Cairo (Sketch 
No. 25).—A bad bar is frequently formed here by the deposits of Red 
River. The depth over this bar is ofteu less than 10 feet, and is said to 
have been as little as 4£ feet, though it seems hardly probable that this 
is likely to occur frequently. It could only have been caused by a great 
flood in the Red River pouring out while the Mississippi was very low. 
Below Red River there is believed to be always at least 10 feet ot water. 

From this list it will be seen that between New Orleans and Cairo 
there are forty-three localities, scattered over eight hundred and twenty- 
two miles of river, where less than 10 feet channel-depth may be looked 
for at low water. 

There are thirty-five places where less than 8 feet is to be expected, 


96 


NAVIGATION OF THE MISSISSIPPI RIVER. 


twenty-two which give less than 7 feet, nineteen less than 6, and thir¬ 
teen less than 5 feet. At all these places from five to twelve miles 
of river will need to be improved, and there is no doubt that works will 
be needed at many places not here enumerated, either to prevent injuri¬ 
ous changes in the channel or else to protect the works of improvement 
themselves. 

The cost of the work, if carried to the full extent recommended by 
the committee, will therefore be very great, and, until some work of this 
description has been tried, it wouid, I think, be quite unsafe to pro¬ 
nounce the undertaking feasible at any reasonable cost. 

It must be borne in mind that no such work has ever yet been even 
attempted on the Lower Mississippi, so that we have really no experi¬ 
ence upon which to base a decision; we only know that very great and 
exceptional difficulties are to be expected. 

The cost of building and maintaining the dikes destined to contract 
the channel will not be nearly as formidable an item as that of the 
extensive bank revetments needed. These will be absolutely necessary 
to prevent the dikes from being cut loose from the shore, and also to 
stop the caving of the banks where injurious channel changes might 
result from a continuance of this action. As it is not an uncommon 
thing, even at low water, to find a depth along these caving banks of 50 
or GO feet and upward, and as the caving usually extends over lengths 
of many miles, the cost of protection, whether by continuous revetment 
or by spur dikes, will manifestly be enormous. It is, therefore, a matter 
of prime importance to keep this item of expense at as low a figure as 
possible, by care in locating the works of improvement, and by thorough 
experiments on different plans of bank revetment. 

It must be remembered that the success of an improvement based on 
the employment of dikes depends primarily on their stability, as they 
act in the manner of dams, and are liable to be undermined, to be over¬ 
turned by the water-pressure, or to be detached from the shore. The 
first danger is due to the treacherous bed on which the dike must be 
constructed, and can only be guarded agaiust by the liberal use of brush 
as a foundation, in order to distribute the weight over as large an area 
as possible, and also to act as an apron in preventing scouring of the 
bed. In order to prevent overturning, a broad base is necessary, and 
the brush should be well ballasted with stone, and also further secured 
by piles. The danger of being flanked or detached from the shore is 
the most imminent, and arises from the instability of the banks. As 
before stated, the banks are eroded much more easily than the bed can 
be excavated, and any great resistance to the free flow of the water will 
be almost certain to increase the rate of bank abrasion at the site of the 
obstruction. This will render necessary the protection of the banks as 
stated, but I think that this expense may be materially reduced by 
proper precautions. It should be remembered that the duty usually 
imposed upon the current by an improvement of this nature is twofold: 
in the first place, it is expected to excavate a channel, and in the second 
place to maintain it; and of these two duties the first is infinitely the 
more difficult, while the second is the more important. The greater the 
amount of excavation required the greater must be the amount of con¬ 
traction ; in fact, usually far greater than would be necessary to keep 
the channel open when once formed. The protection of the banks must 
also be very thorough, or the dikes will be washed away and the whole 
work will be very costly, and even liable to defeat its own object by an 
undue amount of scouring, which would unduly lower the pool above, 
and also render the artificial channel liable to be blocked up by sand, 


NAVIGATION OF THE MISSISSIPPI RIVER. 


97 


thus unnecessarily brought in. For these reasons I think that the scour¬ 
ing effect should be kept at a minimum, aud hence the importance which 
I attach to separating the high and low water channels, in order that 
the latter may be tilled only with light, easily moved materials, instead 
of gravel and the other heavy deposits of high water. For similar 
reasons I believe that the whole preliminary work of channel excavation 
should not be thrown upon the dikes, but should be largely performed 
by dredges. Alter this channel is once formed, if properly located, it 
will only till up with comparatively light materials, which will be easily 
swept out by the concentration of How due to the dikes. Even should 
this force not prove sufficient, I would still advocate a sparing use of 
dredges every season in preference to increasing the dimensions of the 
dikes beyond the extent deemed necessary to simply maintain the chan¬ 
nel when once formed. I think that the rule already mentioned, viz, to 
maintain unchanged the amount of the discharge over the bar, but to 
concentrate it into a comparatively narrow and deep channel, will prove 
a safe one. 

I trust that I have given reasons enough to show that on this river 
the necessity of a full knowledge of all the facts in the case is absolutely 
necessary, before any estimate of cost can be made. Such knowledge 
can only be furnished by a thorough and exhaustive survey of the whole 
river likely to need improvement. 

While I consider that the attainment of 10 feet navigable depth at all 
stages \s possible, I am very certain that the cost would be quite prohib¬ 
itory, if the full improvement were to be taken in hand at once. More¬ 
over, I think that the final cost would be very largely increased by such 
a procedure, owing to the great expense attendant on possible, and 
probable, mistakes in the location and construction. It is well, also, to 
remember that immense quantities of sand, the accumulation of years, 
must be moved out of the way before the work is completed, and that 
any very extensive and general disturbance of the bottom would cer¬ 
tainly break up the normal regimen of the river, and probably produce 
complications of the gravest kind. I think, therefore, that the proper 
course to follow will be to make the improvement gradual aud in a 
measure tentative. 

To increase the low-water depth from 4J feet to 6 feet, is, in my opin¬ 
ion, about as much as should for the present be attempted. This, in all 
ordinary seasons, will probably guarantee 8 feet, except for, probably, 
at the most, a few days in each year. 

After this depth shall have been obtained, it will be easy to gradually 
increase the scope of the improvement, and ultimately it may be brought 
up to the full standard deemed desirable. 

Experience gained in the preliminary work will form a certain guide 
for the more costly and extensive construction, and expensive and dis¬ 
astrous mistakes can probably be avoided. y 

A thorough survey from Cairo to the mouth of Red Elver cannot be 
made for less than $75,000. The work could all be done in one season, 
or spread over several, as might be deemed most desirable. 

The work of improvement, could, however, be begun on the small scale 
recommended on the upper portion of the river, say between Cairo and 
Memphis, duriug the coming season, as soon as the survey of that por¬ 
tion of the river had been completed. At all events, everything could 
be got in readiness for work, and the necessary outfit of steamers 
barges, dredges, and other machinery could be procured; material for 
the dikes could also be got together, so that no time need be lo-t after 
the work had been definitely laid out. 

H. Ex. 49-7 



98 


NAVIGATION OF TIIE MISSISSIPPI RIVER. 


I should therefore recommend for the coming season an appropriation 
of 1200,000 to be applied to the improvement of the river between Cairo 
and the foot of Reeves’s Bar, just below Memphis, a distance of about 
250 miles. 

For the surveys necessary in this same section $25,000 will be needed$ 
and for a survey of the remaining portion of the river $50,000 additional. 

The survey should be begun as soon as possible, aud completed dur¬ 
ing the summer low water. The work of improvement could probably 
be begun during the following winter. 

Respect fu 11 y s u b m i t ted. 

Ciias. R. Sitter, 

Major of Engineers. 

Brig. Gen. A. A. Humphreys, 

Chief of Engineers, U. S. A. 


C C 6. 


FIRST SUBDIVISION OF THE NORTHERN TRANSPORTATION-ROUTE. 


REPORT OF MAJOR D. O. HOUSTON, CORPS OF ENGINEERS. 


United States Engineer Office, 

Chicago, III., January 0, 1875. 

General: I have the honor to submit the following report on the 
improvement of the Fox and Wisconsin Rivers, Wisconsin, called for 
by the following letter: 


Office of the Chief of Engineers, 

Washington, D. C., June 29, 1874. 

Sir: The river and liarbor act, approved June 23, 1874, contains appropriation for 
survey aud estimates for the improvements recommended by the Senate Committee on 
Transportation-Routes to the Seaboard, upon four routes indicated in the report of said 
committee, to be expended in such manner as will secure the greatest amount of exact 
information for each of said routes. 

The survey of that portion of the northern route designated “the Fox and Wis¬ 
consin Rivers improvement, by which 5 feet navigation will be secured during the 
entire season, from the Mississippi River to Green Bay,” is assigned to you. 

The nature and object of this survey are fully set forth in the report of the com¬ 
mittee with its appendix and evidence, copies of "which have been forwarded to you 
from this office for your information and guidance. You should, as far as possible, 
carry out the views of the committee. 

The expenses of the survey will be borne by the appropriation for the improvement 
of the Fox and Wisconsin Rivers, it being understood that they are not to exceed the 
amount of your estimate, viz, $ 10,000, aud you will please enter upon this duty as 
early as practicable. 

You will submit for the approval of this office a project for the prosecution of the 
work. 

By command of Brig. Gen. Humphreys. 

Very respectfully, your obedient servant, 


Maj. D. C. Houston, 

Corps of Engineers. 


John G. Parke, 

Major of Engineers. 


In compliance with tbe foregoing, I submitted the following project: 


United States Engineer Office, 

Chicago , III., July 9, 1874. 

General: I have the honor to submit the following project for the prosecution of 
thd survey of the Fox aud Wisconsin Rivers, called for by your letter of June29,1874. 



NAVIGATION OF THE MISSISSIPPI RIVER. 


99 


If appears that the object of this survey is to secure the greatest amount of exact 
information iu relation to the improvement, and to procure data for accurate estimates 
of cost. 

The survey of the Wisconsin River, made under direction of Major Warren, in 1867, 
contains all the information bearing upon this matter, so far as a survey can determine 
it. The changes that have taken place iu the river are of such a character as not to 
affect the question of cost. 

The experience gained by our operations during the past three years will enable me 
to make accurate estimates for the improvement of this river. 

Partial surveys have been made of the Fox River, which were necessary iu order 
to carry on the work of improvement. I have a detailed survey of a portion of the 
Upper Fox. There are portions of the route which do Dot require any detailed survey 
for purposes of estimates, as, for example, the lakes Buffalo, Apuckuway, Butte de 
Mort, and Winnebago, and portions of the rivers where there is sufficient depth of 
water for navigation at all times. 

I propose, therefore, to confine the survey to such portions of the river as require to 
l»e improved which are necessary iu the progress of the work, and which will furnish 
all the information desired by the Senate Committee on Transportation. 

These surveys will show plans of the river with soundings, frequent cross-sections, 
and a profile showing the declivity of the stream. 

The variations in the water-level will also be determined. Such surveys of the banks 
and adjoining country will be made as are necessary to determine amount of flowage 
caused by our works. 

To do this work, I would request authority to employ an additional assistant at $150 
per month. 

Iu conducting this survey in connection with the work of improvement, the cost will 
be reduced and cannot exceed the amount authorized, viz, $10,000. 

I am, general, very respectfully, your obedient servant, 

D. C. Houston, 

Major of Engineers , V. S. A. 

Brig. Gen. A. A. Humphreys, 

Chief of Engineers, U. S A. 

This project was approved, and the examinations and surveys have 
been completed. It will take some time to complete the maps of the 
survey, but I am able to submit revised estimates for carrying out the 
plan of improvement which has been set forth in previous reports. This 
plan consists iu completing the system of slack-water navigation on the 
Fox River and the improvement of the Wisconsin River by confining 
the channel by means of wing-dams. The estimates contemplate replac¬ 
ing ultimately all the old locks and dams on the Fox River by perma¬ 
nent works, the locks to be of stone masonry. 

The estimates submitted are in excess of former estimates; for the 
reason that they contemplate the rebuilding of all the old works, some 
of which will last for several years. 

Tracings of the Wisconsin River, showing work done and proposed, 
old channel and present chaunel, also plan of canal for connecting the 
Wisconsin River with the Mississippi, are in preparation. 

Owing to the character of the bar at the mouth of the Wisconsin, it 
is considered that the most economical and reliable method of connect¬ 
ing the navigation of the two rivers is by a short canal. 

The maps giving the results of the surveys and examinations during 
the past season will be forwarded as soon as completed. 

The total estimate for completing this improvement is $3,599,105. 
The amount that cau be advantageously expended during the next fiscal 
year is $750,000. 

1 am, general, very respectfully, your obedient servant, 

D. O. HOUSTON, 

Major of Engineers, XI. S. A. 

Brig. Gen. A. A. Humphreys, 

Chief of Engineers U. >S. A. 


100 


NAVIGATION OF THE MISSISSIPPI RIVER. 


ESTIMATED COST OF IMPROVING THE LOWER FOX RIVER, WISCONSIN. 


Part I. 

Woiks of construction: 

1G locks (cut-stone), at $50,000 each. $800, 000 

These works to replace existing works, as follows : 

1 at Depere. 

1 at Little Kaukauna. 

5 at Kaukauna. 

3 at Little Chute. 

1 at The Cedars. 

4 at Appleton. 

1 at Menasha. 

7 dams. 

These are designed to replace existing works; location and estimated cost 


of each as follows : 

1 at Depere. $45, 000 

1 at Little Kaukauna. 25, 000 

1 at Rapide Croche. 20, 000 

1 at Little Chute.*.. 2U, 000 

1 at The Cedars.>.. 25, 000 

1 at Appleton. 15,000 

1 atMenasha. 15,000 

- 165,000 


Total locks and dams, Lower Fox. 9G5, 000 


Part II. 

Dredging, rock-excavation, canal, &c.: 

137,000 cubic yards dredging, at 20 cents.. $27, 400 

Distributed as follows: 

4.500 cubic yards, Depere to Little Kaukauna. 

8.500 cubic yards, Little Kaukauna to Rapide Croche. 

4.500 cubic yards, Rapide Croche to Kaukauna. 

20,000 cubic yards, Kaukauna to Little Chute. 

9.500 cubic yards, Little Chute to Appleton. 

50,000 cubic yards, Appleton to Menasha. 

40,000 cubic yards, Menasha to Oshkosh 

33.500 cubic yards rock-excavation, at $2. 67, 000 

Distributed as follows: 

11,000 cubic yards at Depere. 

8.500 cubic yards at Kaukauna. 

3.500 cubic yards at Little Chute. 

10.500 cubic yards at Menasha. 


Repairing and raising canal-banks. 40, 000 

Total dredging, canal-banks, &c._, Lower Fox ... 134, 400 

Recap it uJation—Lo wer Fox. 

For 16 locks and 7 darns. $965, 000 

For 170,500 cubic yards excavation, aud repairing canal-banks. 134, 400 


Total Lower Fox ... 1 , 099, 400 

ESTIMATED COST OF IMPROVING THE UPPER FOX RIVER, WISCONSIN. 

Part I. 

Works of construction : 

9 locks (cut-stone), at $50,000 each . $450, °C0 

Of these, live will be new works and four to replace existing locks, as 
follows: 

1 near Eureka. 

) near Berlin.I 

1 near White River . ) New. 

1 near Princeton .... | 

1 near Grand River . J 
1 at Montello. 

1 at Governor’s Bend. 

2 at Portage Canal. 





























NAVIGATION OF THE MISSISSIPPI RIVER. 101 

7 clams, at $12,000 each. $ 84 ; 008 

Five ot these to be built iu connection with the new locks; two to re¬ 
place dams at Montello and Governor’s Bend. 

Total for locks and dams. 534, 000 


Part II. 


Dredging, cuts-off, canals, &c.: 

5,000,000 cubic yards excavation, at 20 cents. $1, 000, 000 

For widening, deepening, and revetting the upper portions of Portage 
Canal. 35,000 

Total dredging, cuts-off, &c. 1,035,000 

Recapitulation—Upper Fox. 

For 9 locks and 7 dams. $534, 000 

For 5,000,000 cubic yards dredging. 1, 000, 000 

For upper section Portage Canal. 35. 000 

• 

Total Upper Fox. 1,569,000 

SUMMARY OF ESTIMATES.—COST OF IMPROVING THE FOX RIVER, WISCONSIN. 

Loiver Fox. 

For 16 locks and 7 dams. $965, 000 

F or 170, 500 cubic yards excavation. 94,400 

For repairing canal-banks. 40, 000 

Total for Lower Fox. $1, 099, 400 

Upper Fox. 

For 9 locks and 7 dams. $534,000 

For 5,000,000 cubic yards excavation. 1,000, 000 

For upper section Portage Canal. 35, 000 

Total for Upper Fox. 1, 569, 000 

Grand total Fox River. 2,668, 400 

The dredging is to be done by machines owned and operated by the government. 

ESTIMATED COST OF COMPLETING THE IMPROVEMENT OT THE WISCONSIN RIVER. 

96,141 running feet of wing-dams, at $5. $480,705 

Bank-protection . 50, 000 

Canal connecting Wisconsin River near its mouth with the Mississippi.... 400,000 


930,705 


RECAPITULATION FOX AND WISCONSIN RIVERS. 

Fox River. $2,668,400 

Wiscousin River. 930,705 


3, 599,105 


C C 7 . 

SECOND SUBDIVISION OF THE NORTHERN TRANSPORTATION-ROUTE— 

HENNEPIN CANAL. 

REPORT OF COLONEL J. N. MACOMB, CORPS OF ENGINEERS. 

Bock Island, III., January 25, 1875. 

General: I have the honor to present herewith the report of Mr. F. 
C. Dorau, assistant engineer, who was charged by ine with the duty of 







































102 


NAVIGATION OF THE MISSISSIPPI RIVER. 


making the surveys and estimates for the Hennepin Canal route, and 
particularly for the extension to Chicago. 

In considering the Hennepin Canal as a part of the water-communi¬ 
cation desired for connecting some point of the Mississippi River, near 
Rock Island, with Lake Michigan, at Chicago, it appears that the basin 
at Hennepin is about 100 feet below the level of the Mississippi River 
in the vicinity of Rock Island, and nearly 140 feet below the level of 
Lake Michigan. 

A survey was made to ascertain if the lockage required to pass this de¬ 
pression of the Hennepin basin could be avoided. This survey led to 
the conclusion that, on every account, the Hennepin Canal and Upper 
Illinois River, and enlarged canal from Joliet to Chicago, will afford the 
best through route for navigation between the Mississippi River and 
Lake Michigan that can be secured in this vicinity. 

In the estimates originally made for a commercial canal, due consid¬ 
eration was not given to the necessity of having the locks large enough 
to pass such barges as are used for freight on the Upper Mississippi, 
and I therefore caused estimates to be prepared for locks of 170 feet in 
length and 30 feet in width, which will increase the estimate for the 
Hennepin Canal, or third division of the route, by some $641,284. 

For the great end to be attained, of effecting a transfer of freight- 
barges from the Mississippi, without breaking bulk until reaching the 
elevators at Chicago, it would be useless to consider locks of any smaller 
dimensions than those above indicated. 

The most important and costly part of the route across this section 
of the country is the portion between Hennepin and Chicago ; for this 
part is essential as affording an eastern outlet for the Hennepin Canal 
traffic and for perfecting the navigation to Chicago from the Lower 
Mississippi River through the Illinois River, which is now being im¬ 
proved for steamboat navigation from the Hennepin Basin down to the 
Mississippi River. Indeed, the Hennepin Canal, without the improve¬ 
ment of the Upper Illinois River aud the enlargement of the eastern 
portion of the Illinois and Michigan Canal, would be useless as an out¬ 
let for the freights of the Upper Mississippi River; and a carefuUcon- 
sideration of the subject has shown that the improvement of the Upper 
Illinois River, to accord with the scheme of improvement now in prog¬ 
ress for its lower portion, is greatly to be preferred as a measure of 
economy in its broadest sense, rather than to undertake the enlarging 
of the western portion of the Illinois and Michigan Canal lying between 
Joliet and the Hennepin Basin. 

The improvement of the eastern portion of the Illinois and Michigan 
Canal involves the further cutting down of the summit level and enlarg¬ 
ing the water-way so as to afford an unfailing supply of water from Lake 
Michigan for the improved Illinois River. 

It will be seen by the report of the assistant engineer that the estimate for the route, 
as above sketched out, for a navigable water-way from the Mississippi River, near Rock 

Island, to Chicago, on Lake Michigan, is. $19,780,535 

To which should be added the amount of increase in estimate for locks of 

proper size on Hennepin Canal... 641,284 

Making a grand total of.... 20, 421, 819 

All of which is respectfully submitted by your most obedient servant, 

J. N. MACOMB, 

Colonel of Engineers, U. 8. A. 

Brig. Gen. A. A. Humphreys, 

Chief of Engineers, U. S. A. 






NAVIGATION OF THE MISSISSIPPI RIVER. 


103 


REPORT OF MR. F. C. DORAN, ASSISTANT ENGINEER. 

Rock Island, III., January 9,1875. 

Colonel: I have the lion Dr to submit the following report upon the examination 
and survey of a route for a canal between Lake Michigan ar.d the Mississippi River, 
together with the survey of a portion of the Illinois River. This survey having been 
committed to me, iu obedience to your instructions, bearing date Rocklslaud, Ill., July 
9, 1874,1 proceeded to organize and equip a party for field-service. The whole time 
employed by the party in field operations was eighty-three days. Off bis time, five 
weeks, or a little more than one month, were spent in examinations and surveys of a 
direct line joining the lake and the Mississippi; the remaining six weeks were devoted 
to the survey of the Illinois and Michigan Canal and a part of the Illinois River. These 
surveys have traversed quite a large expanse of country, having, within the time speci¬ 
fied, examined and surveyed lines to the extent of two hundred and twenty five miles. 

As will be seen, this report is intended to embrace a statement of facts in relation to 
the Illiuois aud Michigan Canal and Illinois River as they at preseut exist, with a 
description of the several improvements aud enlargements proposed, together with a 
detailed tabular statement showing the estimated cost of the improvement throughout 
the entire line, extending from the lake to the Mississippi. 

I would preface with a condensed statement of the results of my examination of the 
direct route first mentioned. One of the principal objects to be attained by the survey 
was to obtain data and accurate notes of the topography of the country lying between 
Lake Michigan on the east and the great bend of the Mississippi on the west, and from 
the information obtained, to determine as to the practicability of a plan for a water- 
route to connect the lake and the river at the points specified. 

In compliance with your order, I commenced the survey of the proposed line at the 
city of Chicago, August 24, proceeding thence in a west and northwest direction, sur- 
mountiug the dividing ridge between the lake and Fox River, crossing the valley of 
this stream and ascending the valley of Ferson’s Creek, reaching the summit and pass¬ 
ing through a depression iu the ridge dividing the valleys of the Fox and Rock Rivers 
at a point near the western boundary of Kane County. 

The topography of the country is such that it would necessitate the location of the 
summit-level at an elevation of 250 feet above the lake. 

From this point the line followed the course of the south branch of the Kisliwaukee 
River, descending with it to the valley of the Rock River. At this time it was found 
that the facts developed during the survey furnished sufficient evidence to demonstrate 
conclusively the impracticability of the route as proposed ; aud, the object of the survey 
having been attained, I suspended further operations, aud terminated the survey of 
this line at a point near New Milford, Winnebago County, September 39, the terminal 
point being eighty and five-tenths miles from the lake at Chicago. 

As my weekly reports to you contain detailed information as to the physical char¬ 
acteristics of the country and its adaptability to the purposes iu view, I will not revert 
to them again, but will proceed with the report of surveys of the other lines previously 
referred to. ' 

The survey of the Illinois and Michigan Canal and the Des Plaines aud Illinois 
Rivers was commenced October 5, at the old lock in the canal at Chicago, and was 
continued along the canal and river to where the canal unites with the river at La 
Salle, suspending field-work at this point November 10. The entire distance, as meas¬ 
ured along the canal and river, is 99.28 miles. Of this distance 36.53 miles is canal 
and 62.75 miles river line ; 32.65 miles of the former lie between Chicago and Joliet; 
the first 29.55 miles of this constituting the summit-level of the canal. The lockage on 
this route is all descending from the lake, and amounts to an aggregate of 145.6 lest, 
as determined by our levels. 

In order to carry out your instructions, a thorough reconnaissance was made of the 
country, extending from the lake to a point in the present line of canal some eighteen 
miles out from the lake, known as Sag-Ridge, including the Calumet Feeder route. 
But as these examinations failed to discover any route possessing as favorable features 
as the existing line of canal presented, and as this canal had been originally located 
with great care, it was determined to adhere to the present alignment. 

The original proposition in regard to the enlargement of this work to dimensions 
corresponding to those adopted on the Lower Illinois River improvement has been 
kept iu view, and all quantities and the cost of the entire work have been calculated 
in accordance therewith. The dimensions there adopted, as you are aware, are as fol¬ 
lows, viz, lock-chamber, 350 by 75 feet. A restriction to those dimensions is rendered 
necessary in order to produce a complete and homogeneous system of navigation be¬ 
tween the lake and the great rivers of the West. 

It is believed the proposed plan of enlargement of the Illinois and Michigan Canal, 
combined with the improvement of the river and the construction of the Hennepin 
Canal, will, when completed, meet the wants of the commercial world, affording as 
well facilities for the passage of war-vessels from the rivers to the lakes, or vice versa. 


104 NAVIGATION OF THE MISSISSIPPI RIVER. 


Tbe plan of locks adopted, although identical in size of chamber with those con¬ 
structed on the lower part of the Illinois River, would differ somewhat in detail of 
construction and in the material employed iu the gates. 

The general features of the country along the line of canal and river are so well 
known to you that any minute description in this report would seem superfluous. 
Yet, while refraining from such description, I deem it necessary to call your attention 
to the geology of the district, as it is believed that in mo other route between the lakes 
and the Mississippi River are the natural elements used in construction found in such 
abundance and in such accessible positions. In fact, the geological features of this 
route render it pre-eminent in the matter of economy of construction. 

In view of the fact that different styles of navigation are proposed on different parts 
of the route, I have divided it into three divisions. The first division consists of 
independent canal from Chicago to Joliet; the second division, extending from Joliet 
to La Salle, will consist of an improvement of the river by locks and dams, being vir¬ 
tually a continuation of the slack water navigation projected in the river below La 
Salle. The third division consists of independent canal, corresponding to the line 
adopted and known as the Hennepin Canal, extending from the Illinois to the Missis¬ 
sippi River. 

As it is proposed to draw the supply of water f r the canal and river from the lake, 
all elevations are referred to the low-water plane of Lake Michigan ; and as the course 
of the canal is la d down on the maps, it will not be necessary to advert to that here. 

First division .—The canal commences with an average water-section equal to 448 
square feet, with a variable depth of from 6 to 8 feet of water. As will be noticed, its 
course coincides with a right Hue for a distance of seven and a half miles, at which 
point it is deflected to the south and continues parallel to the valley of the Des Plaines 
River until it uniti s with the latter at Joliet. The physical difficulties to be over¬ 
come along this line are of an ordinary character, being such as are common to works 
of this class in almost all parts of the country. 

The lirst fourteen and a half miles of canal are excavated through a compact blue 
clay to an average depth of 16 feet. On the latter half of the fifteenth mile rock-exca¬ 
vation begins, and, with the exception of a few short intervals, this material continues 
to exist along the line to a point below Joliet. 

At Lockport a section of the valley of the Des Plaines River was taken, which will 
be shown on the sheets accompanying this report, from which it will be seen that the 
valley is a little more than one mile in width, with a thin drift of clay over the rock, 
the river-bed occupying at this point the central line of the valley. 

As this had previously been designated as a favorable point at which to leave the 
canal for the river, I examined the valley with great care, and submit a section to show 
the superiority of the present location and the impracticability of any plan tending to 
a change in the direction mentioned. 

As will be observed, the present channel is insignificant, the bottom of the river 
being but little below the general elevation of the valley; any channel of sufficient 
capacity to accommodate heavy vessels would, therefore, be expensive compared to 
the present line of improvement. One-half mile in advance of the point where the 
above section was taken, and 80.65 miles from Chicago, lock No. 1, of 1*2 feet lift, is 
met. One mile beyond, lock No. 2, of 10 feet lift, occurs ; a reach of less than 1,000 feet 
brings us to lock No. 3, of 10.67 feet lift, and 1.46 miles from lock No. 3, a combined 
guard and lift lock connects the water in the third level with the surface of the pool 
produced by dam No. 1 in the Des Plaines River at Joliet. The canal continues 
eight-tenths of a mile, joining the river at a point six-tenths of a mile above dam 
No. 1, and 32 65 miles out from Chicago. The total lockage on this division is 34.7 
feet. 

Prior to the year 1872, the summit-level of the Illinois and Michigan Canal was some 
8 feet above the standard level of Lake Michigan, and the quantity of water requisite 
to maintain navigation on the summit-level of the canal was supplied from Lake Calu¬ 
met by a feeder and from the Chicago River by expensive pumping-machinery. 

Some time during the year 1866 the board of public works of the city of Chicago 
entered into a contract with the State to cut down and reduce the summit-level of the 
canal to the elevation of the lake. 

The object of this work on the part of the city authorities was to obtain an outlet 
for the south branch of the Chicago River; that being a receptacle for the sewerage 
of a large part of the city. 

This contract was satisfied, the work completed, and navigation on the canal re¬ 
sumed July 18, 1872. The exertions and labors of the city to rid itself of a nuisance 
were not in vain ; the residents of the city were relieved of a truly great evil, and the 
problem of securing a permanent and ample supply of water for this canal was prac¬ 
tically solved. 

Happy as such results were, the work, from its contracted dimensions, afforded only 
partial iclief; and recent drainage improvements in the vicinity of the city have 




NAVIGATION OF THE MISSISSIPPI RIVER. 105 

proved quite detrimental to and interfered very seriously with the city’s purposes and 
interests in respect to this work. 

In view of the many benefits that would accrue to the city in case of a further en¬ 
largement of this canal, as contemplated, the question is believed to be pertinent, 
Will the city assume her portion of the cost of such enlargement ? 

One of the important duties of this survey was to determine accurately the volume 
of water to be drawn from the lake to maintain a depth of water in the river after it 
should be improved. 

Experience on the summit-level of the canal, since it has been supplied from the 
lake, proves conclusively that the varying stages of water in the lake very materially 
affect navigation on this part of the canal. This fact is more noticeable during periods 
when the direction of the wind is parallel with the axis of the canal; the fluctuations 
in the elevation of the surface of the water being directly traceable to this cause. 

As it was important to discover what relation this action of the wind bore to the 
volume of water discharged in different sections of the canal, I made a series of observa¬ 
tions with that end in view. The results of these observations have not only answered 
as a check upon theoretical deductions, but have also proven a valuable aid in decid¬ 
ing as to the depth and inclination to be given to a channel that would be practically 
free from the evil effects due to the cause mentioned. 

At an average stage of water in the lake, the present section of canal delivers, at 
Lockport, according to our measurements, 17,800 cubic feet of water per minute. 
Under the present arrangement, part of this quantity is used to drive machinery; a 
part is wasted into the river below ; the remainder being used to supply the locks and 
short reaches of canal between this point and Joliet. 

I have calculated the probable quantity of water necessary to supply the river and 
canal after improvement, and find that 2,064 cubic feet per second will bo required. 
This amount includes losses from evaporation and filtration, and a quantity equiva¬ 
lent to one lockage every ton minutes. 

To meet these demands and the wants of the proposed navigation, it will be neces¬ 
sary to construct a channel 160 feet wide at the water-line and 8 feet deep, with 
slopes of If to 1. These dimensions give a water area equal to 1,168 square feet, the 
slope or fall to be 0.28 feet per mile. 

The proportions of this section would be varied somewhat where the rock excava¬ 
tion occurs, the width being reduced to 150 feet and the side slopes f to 1, while the 
depth and inclination would remain constant. The mean velocity of the water in this 
channel would be 106.2 feet per minute, or 1.21 miles per hour, with a discharge of 
124,042 cubic feet per minute. 

It will be noticed that the areas of the proposed channel and the present channel 
are as 2.6 to 1, while the respective capacities per minute are as 7 to l. 

Inspection of the profile shows the proposed grade of the canal at Lockport to be 
some 6 feet below the grade of the present canal at the same point. I have proposed 
to raise the level between locks Nos. 1 and 2, con inning the summit-level to lock No.2 ; 
also, to raise the level between 2 and 3, dispensing with the construction of one lock 
and reducing the total number of life-locks on the division to three, with an average 
lift of 11.57 feet. 

The estimate contemplates a guard-lock and waste-weir on the summit. It is pro¬ 
posed to construct the former at the head of the canal at Chicago, and to locate the latter 
near lock No. 1, below Lockport. It also provides for revetting the side slopes of the 
canal where it is not in rock excavation. A towifig-bank has not been included in the 
estimate, as it is presumed that the most approved methods of propelling vessels will 
be adopted on this route. One double-track railroad draw-bridge and two wagon-road 
draw-bridges are the principal accessory works on this division. The estimate covers 
others of minor importance. This division will cost $11,532,932.40, or an average per 
mile of $353,229.17. 

Second Division .—This division will consist of slack-water navigation, except a short 
line of independent canal around the rapids in the river at Marseilles. 

From a point a short distance above the city of Joliet the Des Plaines River flows 
in a southwest direction for a distance of sixteen miles; here it unites with the Kan¬ 
kakee coming in from the southeast, and forms the Illinois. The latter follows a course 
almost directly west to beyond La Salle. 

On the first five miles of this division the river has cut through the bottom of the 
drift, forming its bed in the limestone beneath. At the eud of the fifth mile, counting 
from the east line of this division, the rock makes a dip and does not appear again until 
the fiftieth mile is reached. 

Throughout the remainder of the distance, except one or two short intervals, the 
stream flows over a rocky bed. 

The Des Plaines and Illinois Valley is from a mile to a mile and one-half wide, and 
varies greatly in its character in different portions of the country, which is due to the 
different geological formations that outcrop along its course. 

On the upper portion of the stream, below Joliet, the rock underlying the valley is 


106 


NAVIGATION OF THE MISSISSIPPI RIVER. 


covered with a stratum of yellow marly clay; farther down this is again overlaid with 
a thin layer of black mold, deposited during the periods of high water. Just above 
and below the town of Morris, the valley increases in width, and there is a greater 
depth of soil. At these points the valley, being very fertile, is advantageously culti¬ 
vated. Passing beyond this westward, near the eastern boundary of La Salle County, 
we find the Saint Peter’s sandstone formation ; considerable areas of rock being laid 
bare in the valley, renders it unfit for cultivation. 

Near Utica the calciferous formation underlying the Saint Peter's comes to the sur¬ 
face. Some distance yet beyond this occurs one of those peculiar dips in the stone 
formation known as an auticliual axis. Here, as noticed by Professor Freeman, is a 
remarkable change ; the harder character of the calciferous rocks has resisted the 
eroding action of the water in the valley better than the softer material of the coal- 
measures, and the surface of the valley is mostly above the level of the freshets of the 
river. But as soon as the coal-measures are reached, beyond Utica, the whole valley 
is denuded, so that it is annually overflowed by the rise of the river. 

Throughout the entire course of the stream as examined, it was noticed that there 
have been but few changes in the course of the bed through the valley. 

There is evidence of a change having taken place at La Salle. Opposite that city 
there exists a bayou, extending from the river, near the entrance of the canal, parallel 
with the general course of the valley up to a point near the Illinois Central Railroad 
bridge. This bayou presents the appearance of having been the main channel of the 
river in the past. The location relative to the present channel w ill be shown on the 
maps. 

The principal affluents of the Illinois which enter from the north are the Du Page, 
Au Sable, Fox, and Little Vermillion Rivers, while from the south come the Kan¬ 
kakee, Mazou, Waupecau, and Great Vermillion Rivers. As these streams have, like 
the large one, worn their way down through the drift, they have undoubtedly attained 
a coustaut regimen. 

It is thought that the amount of matter discharged by these during times of flood 
cannot have a very considerable effect on the condition of the Illinois River after im¬ 
provement. 

Soundings were taken throughout the entire length of river examined, and cross- 
sections of the valley were run at intervals, and near the site of any proposed work 
or improvement the general contour of the valley was closely noted. The river is 
tolerably uniform in width, averaging a little more than 600 feet between banks. 
These latter are from 10 to 25 feet above the surface of low water. 

Although the width of the channel is, in a measure, constant, the depth of the sec¬ 
tion and the inclination of the surface of water varies greatly at different points. 
The maximum fall occurs at the Marseilles Rapids, being 9.36 feet per mile. The mini¬ 
mum is found through what is known as Joliet Lake, where the surface has au incli¬ 
nation of xiunr feet per mile. 

Owing to the great rise in the surface of water duriug freshets, it will be necessary 
to place draw-spans in the bridges crossing the river. This estimate covers the cost of 
such draws where not already provided. 

Throughout the survey the river continued at its lowest stages. It was carefully 
gauged at different points while in this condition. At a section nine miles below Joliet 
the discharge was 523 cubic feet per second. At La Salle the discharge was 933 cubic 
feet per second. The total fall in the plane of low water was found to be 103 feet. 
The velocity varies greatly, being that due to the fall, with the necessary modifications* 
at different points. 

It is proposed to overcome the natural descent of 103 feet by means of eleven locks 
and dams; the dams to be constructed of wooden cribs, filled with stone, to have stone 
abutments; the locks to be of cut stone, and of the same dimensions as those on the 
first division; the whole to be built in the most substantial manner. Eight of these 
locks and darns will be founded on rock. At the sites chosen for the remaining three 
I found it impossible to ascertain accurately the outline of the rock. I have, there¬ 
fore, estimated for bearing-piles and concrete at each of these. 

Two of the dams necessary already exist; one at Joliet and one at Marseilles. Thfse 
will be slightly increased in height. 

. following is the location and height of the several clams, together with the posi¬ 
tion and lift of the accompanying lock, reckoning the distance of each from the east 
line of the division, or where the canal joins the river. 

Commencing with the dam in the river at Joliet, belonging to the State, and known 
as Dam No. 1, we find it is .65 mile beyond the junction of the canal. This dam will 
be raised four-tenths of a foot. Lock No. 4, of 13 feet lift, will be located here. One 
mile from this is the second dam, owned by the State. It is proposed to remove this 
and also the stone arches that spau the river at this point, and replace them with an 
iron draw. 

Passing beyond, 2,000 feet, we find Dam No. 2. This dam was originally built for 
milling purposes, and is not in good condition. It is thought advisable to remove this 









NAVIGATION OF THE MISSISSIPPI RIVER. 107 

dam, replacing it by another 12£ feet in height. Lock No. 5, of 10£ feet lift, will be 
located at this point. 

The site of Dam No. 3 and Lock No. 6 is chosen on the tirst half of the fifth mile. 
This lock has a lift of 9& feet, the dam rendering the channel navigable for 2.7 miles. 

On the eleventh mile occurs Dam No. 4 aud Lock No. 7, of 10 feet lift. This dam 
raises the surface of water 8-J feet, the pool being 5.7 miles in length. On the eighteenth 
mile Dam No. 5 creates a pool seven and a half miles long. At this dam Lock No. 8 
connects with a pool 12.4 miles in length, formed by Dam No. 6, located on the thirtieth 
mile. Here we have Lock No. 1), of 8 feet lift, falling into the pool of the Marseilles 
Dam. This dam, situated at the end of tho forty-third mile, is to be raised 2.3 feet, 
giving a navigation of 13.1 miles. Here Lock No. 10, of 14 feet lift, with a reach of 
independent canal 2.8 miles in length, forms the navigation around the Marseilles 
Rapids. The first dam below the rapids is known as No. 8. This dam produces a suit¬ 
able depth of Avater for 3.7 miles from the preceding lock to Lock No. 11, of 10 feet lift, 
which opens into a pool G.4 miles in length, formed by Dam No. 9, located ou the fifty- 
fourth mile. Lock No. 12, of 6 feet lift, corresponds to Dam No. 9. 

At the end of the sixtieth mile Dam No. 10 creates a pool of 6.9 miles in length. 
Lock No. 13, of 9 feet lift, opens into a pool five miles in length above Dam No. 11. 
This dam raises the surface of water 4.6 feet, and is the last of the series required to 
make the navigation complete. The location for this was chosen on the sixty-fifth 
mile. Here Lock No. 14, of 5 feet lift, joins the contemplated navigation with the 
existing slack-w r ater improvement below. 

A more extended examination might result in a change in the final location of the 
dams ; yet such changes cannot affect the estimate to any considerable extent. 

Before the improvement of this division is commenced, a series of observations should 
be inaugurated, with a view r of obtaining a more thorough knowledge of the river under 
its varying stages than could be obtained during the short period allotted to this sur¬ 
vey. Again, it would be of interest to compare carefully the real with the calculated 
effects produced on this portion of the river by the improvement of the division above. 
Such a course might lead to an important modification of the plans proposed. 

As show T n by the survey, the damages resulting from overflow of lands adjacent to 
the river amount to so little that they can be omitted here. 

This division will cost $4,347,879.80, or an average of $65,254.07 per mile. 

Third Division .—November 14 I received an order to resurvey a part of the western 
division of the Hennepin Canal route, and to examine the country lying between the 
Rock and the Mississippi Rivers; the survey to be conducted especially with a view to 
ascertain the most favorable point on the river at which to establish the western ter¬ 
minus of this route. 

With a small party I repaired to the field, but the inclement weather interfered very 
seriously with the work. The bad state of the weather continuing, and the close of 
the season being at hand, it was determined to postpone this part of the work until 
the opening of another season. 

During a hurried examination of the country I found another reason for deferring 
the work in the fact that this survey should, to accomplish the best result and to furnish 
the information desired, embrace a resurvey of the entire western division of this route. 

The notes collected are too meager to base an estimate upon, and I refrain from 
expressing an opinion as to the probable relative advantages of certain proposed ter¬ 
minal points. 

The prices of the various kinds of work here included were fixed after consulting 
the most reliable local sources. 

The surveys that have already been made of the principal part of this route render 
it possible to begin the location and actual construction of the work at as early a day 
as may be convenient to the authorities in charge. 

This division will cost (according to a former estimate for a commercial canal) 
$3,899,722.64. 

In closing this report, I desire to tender thanks to the State canal authorities for 
their cordial co-operation and for the many courtesies extended to us. 

The commercial importance of this great route has been so thoroughly discussed and 
so universally conceded, that I deem it unnecessary to refer to that view of the subject 
in this connection. 

The maps, plans, and profiles to accompany this report are preparing, and will be 
submitted as soon as completed. s 

Appended to this report, as before mentioned, is a statement in detail of the cost of 
the first and second divisions of the work. 

The following summary shows the number of miles, the amount of lockage, and the 
total cost of the entire work complete, extending from Lake Michigan to the Mis¬ 
sissippi : 


108 


NAVIGATION OF THE MISSISSIPPI RIVER. 


SUMMARY. 


1 

Length. 

Lockage. 

Average cost 
per mile. 

Total ccst. 

First division. 

Miles. 

32. 65 

Feet. 

34. 7 

$353, 229 17 
65, 254 07 
159, 959 83 
59,710 90* 

120,180 66 

$11,532,932 40 
4, 347, 879 80 
15, 880, 812 20 
3, 899, 722 64 

19, 780, 534 84 

Second division. 

66. 63 

103. 0 

First and second divisions combined. 

99. 28 

137. 7 

Third division. 

65. 31 

299. 0 

The whole route complete from Lake Michigan to 
the Mississippi River, embracing the first, second, 
and third divisions. 

164. 59 

436. 7 



* Including the cost of the feeder. 


Very respectfully, your obedient servant, 

F. C. DORAN, 
Civil Engineer, Assistant. 

Col. J. N. Macomb, 

Corps of Engineers, U. S. A. 




















NAVIGATION OF THE MISSISSIPPI RIVER. 109 




































































































































110 


NAVIGATION OF THE MISSISSIPPI RIVER. 


SECOND DIVISION. 

. \ 
Estimate of the cost of eleven clams and eleven locks between Joliet and La Salle, to give 7-feet 
navigation, the lock being of sufficient dimensions to pass the largest class of river-steam¬ 
boats, viz , 350 feet between the gates and 75 feet in width. 


SECTION ONE. 

Lock No. 4 and Dam No. 1: 

Cost of lock. 

Raising dam. 


$187,424 
5,184 


Total 


192, 608 


SECTION TWO. 

Lock No. 5 and Dam No. 2 : 

Cost of lock-. $189, 884 

250 linear feet of dam. 40,284 

Two draws in road bridges. 20, 000 

Removal of old lock and dam.... 2, 000 

Removal of stone bridge and replacing with draw. 12, 000 

Draw in railroad-bridge.... 12, 000 

Removal of Cat Island. . 2,490 


Total. 278, 658 

» 

SECTION THREE. 

Lock No. 6 and Dam No. 3 : 

Cost of lock. $207, 939 

1, 090 linear feet of dam .. 149,841 

Dredging at Joliet Bar. 97, 646 


Total. 455, 426 


SECTION FOUR. 

Lock No. 7 and Dam No. 4 : 

Cost of lock. 

445 linear feet of dam. 

Dredging at bars Nos. 2 and 3. 

Draw in road-bridge. 

Removal of Kankakee feeder aqueduct. 

Total.. 


SECTION FIVE. 

Lock No. 8 and Dam No. 5: 

Cost of lock. 

950 linear feet of dam. 

250 feet of dike across slough. 

Draw in road-bridge at Morris. 

Total.. 


SECTION SIX. 

Lock No. 9 and Dam No. 6 

Cost of lock. 

540 linear feet of dam. 

Total. 


8199,983 
59, 446 
9, 875 
9, 000 
1, 000 


279, 304 


$201,333 
152,098 
1,250. 
9,000 


363, 681 


$204,317 
91, 924 


296, 241 


SECTION SEVEN. 

Lock No. 10 and Dam No. 7 : 

Cost of lock. 

Raising dam.... 

Excavation of independent canal around rapids at Marseilles 

Draw in road-bridge at Seneca. 

Dredging at bars Nos. 4 and 5. 


$184,385 
13,950 
613,782 
9,000 
959 


Total 


822, 076 












































NAVIGATION OF THE MISSISSIPPI RIVER. 


Ill 


SECTION EIGHT. 

Lock No. 11 and Dam No. 8: 

Cost of lock. 

500 linear feet of dam. 


Total . 281,995 

SECTION NINE. 

Lock No. 12 and Dam No. 9 : 

Cost of lock. 

900 linear feet of dam. 

Draw in road-bridge at Ottawa ... 

Draw in railroad-bridge at Ottawa 


Total . 336, 916 

SECTION TEN. 

Lock No. 13 and Dam No. 10 : ' 

Cost of lock. ^205 959 

860 linear feet of dam. 129' 984 

T «tal. 335,943 

SECTION ELEVEN. 

Lock No. 14 and Dam No. 11: t 

Cost of lock. $210, 830 

575 linear feet of dam... 98, 940 

Total. 309,770 


$208, 285 
104,631 
9, 000 
15, 000 


$206,714 
75, 281 


Recapitulation of the cost of eleven dams and eleven locks for the Illinois River, between Joliet 
and LaSalle , designed to give 1-feet navigation , the locks to be 350 feet between miter-sills , 
and 75 feet ivide in the chamber. 


Numbers of locks and 
dams. 

Lift. 

Length of dam. 

Length of pools. 

Cost of construction. 

Lock. 

Dam. 

Feet. 

Feet. 

Miles. 

Amount. 

4 

1 

13.17 

300 

0. 65 

$192,608 00 

5 

<2 

9. 00 

250 

1.01 

218, 658 30 

6 

3 

11.00 

1, 090 

2 69 

455, 426 00 

7 1 

4 

10. OO 

440 

• 5.69 

279, 304 00 

8 

5 

8. 00 

950 

7. 46 

363,681 00 

!) 

6 

8. 00 

540 

12. 38 

296,241 00 

10 

7 

14. 00 

930 

13. 08 

822,076 00 

11 

8 

10. 00 

500 

3. 67 

281, 995 00 

12 

9 

6. 00 

900 

6. 44 

336, 916 00 

13 

10 

9. 00 

860 

6. 86 

335, 943 00 

14 | 

11 

5. 00 

575 

4. 96 

309, 770 00 

Total_ 





3, 952, 618 00 



Total cost of construction. $3, 952, 618 00 

Add 10 per cent, for contingencies. 395,261 80 


Total cost of construction. $3, 952, 618 00 

Add 10 per cent, for contingencies. 395,261 80 

Total. 4,347,87 9 80 


C C 8. 

THIRD SUBDIVISION OF THE NORTHERN TRANSPORTATION-ROUTE. 
REPORT OF MAJOR J. M. WILSON, CORPS OF ENGINEERS. 

United States Engineer Office, 

Osivego , N. Y., December 24, 1S74. 

General : The act of Congress approved June 23,1874, directed that 
certain surveys and estimates should be made of the various routes of 










































112 


NAVIGATION OF THE MISSISSIPPI RIVER. 


transportation recommended by the select committee of the United 
States Senate in their report of April 24, 1874. 

On the 2d of July I was notified by the Chief of Engineers that he 
had assigned to me, in addition to my other duties, the subject com¬ 
prised in the third subdivision of the northern route, viz, the examina¬ 
tion and formation of estimates of the probable cost of the enlargement 
and improvement, with the concurrence of the State of New York, of 
one or more of the three water-routes from the lakes to New York City. 

These include the Erie Canal from Buffalo to Albany, the Oneida 
Lake Ship-canal from Oswego to Albany, and the Champlain Ship canal 
from Lake Champlain to deep water on the Hudson River, including 
such connections as may be effected between Lake Champlain and the 
Saint Lawrence River, with the co-operation of the British provinces. 

Jn September I was instructed by the Chief of Engineers that, upon 
the Champlain route, Troy would be the southern limit of my held, as 
far as the Hudson River was concerned, and, at a later date, L was 
further directed to include in the consideration of that route the alter¬ 
native of leaving the river above the Troy dam, and continuing the 
route by ship canal to Albany. 

\ 

OBJECT OF THE SURVEYS. 

The object of these surveys and estimates was to secure the greatest 
amount of exact information in reference to the cost of enlarging these 
great water-routes between the lakes and tide-water, so that they 
should comply with the* requirements of the present age, and afford 
ample facilities to the rapidly increasing demands of the Great West 
for the transportation of her products to the markets of the East. 

CHARACTER OF THE WORK. 

The national character of this great work, the benefits to be derived 
from each route, and the combined benefits of the proposed system of 
improvements, have been so ably and thoroughly discussed by the United 
States Senate committee, and their views supported by such a mass of 
statistics, that I am satisfied that it is neither expected nor desired that 
I should enter into a discussion of its necessity, and I shall therefore 
confine myself entirely to a description of the routes and the engineer¬ 
ing operations required, and present necessary estimates of the cost of 
carrying out the end in view. 

Immediately after the receipt of my instructions, I entered upon the 
duties assigned to me, and proceeded to gather all possible data upon 
the subject. The limited funds at my command, $6,000, rendered it 
necessary that 1 should avail myself of all the information I could 
obtain from surveys already made,' and through the great courtesy and 
kindness of the chief engineer of the State of New York and his assist¬ 
ants, who promptly placed the records of their offices at my service, 
I have only found it necessary to make new surveys over portions of 
the routes, but have caused complete and careful reconnaissances to be 
made over all three lines, and have personally examined the most im¬ 
portant localities. 

DIVISION OF THE WORK. 

The subject naturally divided itself into three parts, and to each, 
division I assigned capable and efficient civil engineers with proper as¬ 
sistants. 


NAVIGATION OF THE MISSISSIPPI RIVER. 


113 


The reports of these gentlemen, transmitted herewith, are the result 
of careful study and close examination, and their reputations in their 
profession are such that the utmost reliance can be placed upon their 
conclusions. 

It will be perceived that free use has been made of the reports of pre¬ 
vious surveys of these various routes, but every item has been closely 
and carefully studied before being offered as correct, and the reports 
are replete with data never before presented. 

THE ERIE-CANAL ROUTE. 

History and description of the present canal .—This great water route, 
passing through the garden-district of the Empire State, connects Lake 
Erie at Buffalo with the Hudson Itiver at Troy and Albany. 

In 1808 the surveyor-general of New York was directed to survey a 
route for a canal from the Hudson Liver to Lake Erie. Three years later 
a commission reported that a continuous canal on “an inclined plane’ 
was practicable, and in 1811 the legislature directed the construction of 
the present route. The war of 1812 prevented the continuation of the 
work, and nothing further was done until 1816, when a new commission 
was formed. 

The work was commenced July 4, 1817, and completed in 1826. The 
prism of the canal was 40 feet at surface, 28 at bottom, with a depth of 
4 feet, and it was navigable at that time for boats of seventy-six tons 
burden. 

In 1834 the legislature of New York directed that double-locks should 
be constructed on a part of the line, and in 1835 its enlargement was 
authorized, so as to be navigable for boats of two hundred and forty 
tons. 

It is now three hundred and fifty-one and seventy-eight hundredths 
miles long, with seventy-one lift and two guard locks, and a lockage of 
654 t 8 o feet; the lift-locks are all double except at oue or two localities, 
and at those places it is anticipated that the work of doubling will soon 
be completed. These locks are 110 feet long, 18 feet wide, with a depth 
of 7 feet on the miter-still; the maximum lift is 15£ feet, which occurs 
at Albany. 

The prism of the canal is 70 feet at surface, 56 feet at bottom, with a 
depth of 7 feet from Albany to Lochester; at Lochester, it is 71 feet 
wide at the surface, and 53 feet at the bottom, with a depth of 7J feet; 
it increases regularly from Lochester to Lockport, at the latter place 
being 98 feet on the*surface and 79 at the bottom, with a depth of 7£ 
feet; the grade of the bottom between these last-mentioned places is 
forty-three thousandths of a foot to the mile. 

From Lockport, for three miles, the canal passes through a heavy 
rock cutting; the prism is 62 feet on the surface and 60 feet at the bot¬ 
tom, with a depth of 9 feet; to Tonawanda, twelve miles, using Tona- 
wanda Creek, it is 200 feet wide on the surface and 9 feet deep; to Black 
Lock, eight miles, it is 80 feet wide on the surface, 60 feet on the bot¬ 
tom, and from 8 to 9 feet deep. 

The boats now navigating the canal are 98 feet long, 17y^ feet wide, 
and draw 6 T 5 2 feet; the maximum burden is two hundred and“forty tons; 
the trunk of the canal is capable of doing three times the business done 
with the present class of boats. 

Enlargement of lochs .—In 1863 surveys and estimates were made under 
the direction of the State engineer of New York for constructing a series 
of enlarged locks alongside the present ones, so as to pass gunboats 

H. Ex. 49-8 



114 


NAVIGATION OF THE MISSISSIPPI RIVER. 


from tide-water to Lake Erie. This was done carefully, elaborately, and 
faithfully, and a full and detailed report submitted. 

To that report 1 am indebted for the most valuable information, and 
I have fully relied upon the data it contains, knowing the high char¬ 
acter and ability of the engineers engaged upon the work. 

Object of the present examination .—The object of the present examina¬ 
tion and estimate is to determine the cost of enlarging one tier of the 
present locks, so as to pass boats 210 feet long and 25 feet wide, with a 
draught of 6^ feet, the burden being six hundred and ninety tons, and 
to deepen the canal to 8 feet, except upon mechanical structures. 

The enlarged locks are to be 225 feet long, 26 feet wide, and the depth 
upon the miter-sill will be 7 feet. 

Mr. Octave Blanc, assistant engineer, whose report is transmitted 
herewith, has most carefully studied the whole subject, and presents 
estimates for enlarging one tier of the.present locks, &o. This plan is 
recommended by him, except in certain localities, and in this recom¬ 
mendation he is sustained by the most competent canal engineers. 

I have thoroughly examined the case and personally inspected the 
most prominent localities along the whole line, and agree with him per¬ 
fectly. Although estimates have heretofore been made both for a new 
tier of locks and for enlarging the present ones, I earnestly recommend, 
should the work be undertaken, that the latter plan be adopted. In 
enlarging one lock navigation will be only partially impeded, and if 
appropriations are made so that materials can be purchased in the sum¬ 
mer and delivered at the proper localities, the work can be rapidly ad¬ 
vanced during the winter; moreover, boats of the size now navigating 
the canals will, in case the locks are enlarged, cease to be used in a few 
years, and then, if the demands of commerce render it necessary, the 
other locks can be readily improved. 

In accordance with my instructions, these estimates have been pre¬ 
pared for stone locks only, using the best class of materials. In a work 
of this magnitude only the most durable materials should be used. 

Deepening the canal .—In the advancement of science, it is certain that 
steam-power upon the canals will erelong be used entirely, and, there¬ 
fore, every facility should be offered for the rapid movement of boats. 
During the past season great progress has been made in the use of steam, 
and the fact has been clearly shown that, with extended facilities for its 
use, cheap transportation over this canal can be secured. The present 
boats, drawn by horses, consume from ten to twelve days in going from 
Buffalo to Albany, while the steam canal-boats used the past season 4 
have made the trip in six. For this reason I have thought best to esti¬ 
mate, also, for deepening the canal, so that there will be nowhere, except 
upon mechanical structures, a less depth than 8 feet. This will give 
sufficient water to allow steamboats drawing 6J feet to navigate the 
canal without difficulty. 

Water-supply. —Mr. Mffrtin King, assistant engineer, has given the 
subject of the water-supply the most careful attention, and the statement 
prepared by him, and submitted in Mr. Blanc’s report, gives sufficient 
data to show that a full supply can be maintained without difficulty. 

In the last report of the canal commissioners of the State of New 
York the following statement occurs : 

The whole number of boats cleared at Buffalo during the season of 1873 shows a 
daily average of nearly fifty, which may be classified as follows : 


Grain-boats, daily..... 30 

Lumber-boats, daily. 10 




NAVIGATION OF THE MISSISSIPPI RIVER. 


115 


Staves, shingles, anti hoops boats, daily. 5 

Miscellaneous cargo boats. 5 

Total. 50 


Fifty boats clearing and fifty arriving, making one hundred lockages per day, or nine¬ 
teen thousand lockages in the aggregate during the past season, which is eleven thou¬ 
sand less than can be made with single locks alone. 

The new boats to be used will have a capacity of more than three 
times those now in use, and for this reason I have concluded that a 
water-supply sufficient for the passage of one hundred of these will 
accommodate the demands of commerce for many years to come, and 
have based my estimates accordingly. 

The main supply of the canal between Buffalo and Clyde is derived 
from Lake Erie, and the source is ample for the purpose, if properly 
managed. 

The Montezuma level, the lowest on the canal, drains from both sides ? 
and has never given trouble. 

The Port Byron and Jordan levels, which have given rise to questions 
as to the sufficiency of their supply, are shown to have a surplus of over 
8,000,000 cubic feet per twenty-four hours, a fact certainly to be a source 
of gratification, as all natural feeders have already been brought into* 
use. 

Upon the Rome or loug level there is at present a large suiplas, and 
the Fish Creek feeder, for which estimates, based upon quantities as 
given in the report of the New York State engineer for 1864, have been 
made, can supply in addition over 10,000,000 cubic feet per twenty-four 
hours throughout the season. As the present Oneida Lake Canal is 
also to be supplied from this level, but has not been considered in Mr. 
Blanc’s report, allowance must be made for it; it will require about 
5,000,000 cubic feet per twenty-four hours, leaving still a large available 
surplus for the long level. 

From this level to Albany the supply is abundant aiid far in excess 
of the demand. I am therefore satisfied that a full and sufficient supply 
of water can be obtained to answer all the demands of commerce for 
many years to come upon the Erie Canal with its locks enlarged. 

Present project .—It is now proposed to enlarge one tier of the present 
locks throughout the whole line of the canal, except at Albany, West 
Troy, Lockville, and Lockport. 

At Lockville, the new canal, three-quarters of a mile long, as projected 
by State Engineer Story, of New York, is recommended, with two locks 
of 12-feet lift each, thus cutting off the bend in the present canal, and 
overcoming the fall with two instead of three locks, as at present. 

At Lockport it is also deemed best to construct a new flight of locks, 
as recommended by the same engineer, alongside the present ones, and 
overcoming the fail with three instead of five locks as at present. This 
is so arranged that, should it be demanded in the future, another tier 
can be constructed. A new race is also projected, with drop over 
breast-walls instead of the inclined plane now used. 

Cost of the project —The cost of the proposed work, which includes 
the enlargement of locks, changes in aqueducts, bridges, culverts, &c., 
incident thereto, and deepening the canal, so that there will be nowhere, 
except upon mechanical structures, a less depth than 8 feet, will be as 
follows: 

Locks...$4, 421,711 80 

Aqueducts, culverts, bridges, &.c..., 363,777 25 

Removing bench-walls. 710, 000 00 

Widening canal near aqueducts. 9,925 OO 









116 


NAVIGATION OF THE MISSISSIPPI RIVER. 


Deepening canal. 

Land damages.-. 

Engineering and contingencies, 10 per cent 
Fish Creek feeder.... 


$1,361,241 00 
190,000 00 
686, 665 50 
430,276 00 


Total 


8,173,596 55 


Or, without deepening the canal, $6,676,231.45. 

Time of completion .—In the opinion of the most competent engineers 
this work could be completed in two years if proper appropriations 
should be made. The summer could be used for trausportating the ne¬ 
cessary materials to the upper localities, and the work would be done 
during the winter with but a partial interference with navigation for 
two seasons only. 


THE ONEIDA LAKE SHIP-CANAL ROUTE. 


History and description of the route .—This route includes the Welland 
Canal, which connects Lake Erie with Lake Ontario, Lake Ontario from 
Port Dalliousie to Oswego, the Oswego Canal enlarged, to the mouth of 
Brandy Brook near Phoenix, N. Y., a new canal and Oneida Biver to 
Oneida Lake, the Lake and Oneida Canal to Durhamville, and the 
enlarged Erie Canal to Albany, thus making a through water-route con¬ 
necting Lake Erie with tide-water on the Hudson. 

The early history of inland navigation between Albany and the lakes 
shows that the regular line of communication was by way of the Mo¬ 
hawk Biver, Wood Creek, Oneida Lake, and the Oneida and Oswego 
Bivers, the only break being near Borne. 

The project of improving the Mohawk aud cutting a channel across 
the portage near Borne, attracted attention at a very early date, and 
reference was made to the subject by the surveyor-general of New York 
in 1724, and the governor in 1768. 

In 1791 the legislature directed surveys and estimates to be made for 
building a canal across this portage, and in 1808 the surveyor-general 
of New York reported that a canal could be constructed from Oneida 
Lake to Lake Ontario. 

In 1825 the construction of the Oswego Canal was commenced, and 
in 1828 it was completed to its junction with the Erie Canal; in 1847 its 
enlargement was authorized, and this was finished in 1862 ; in 1832 a 
canal connecting Oneida Lake with the Erie Canal at Higginsville was 
authorized, and it was completed in 1836 ; in 1839 the improvement of 
the Oneida Biver was undertaken, and upon its completion, in 1850, 
there was a direct water-line upon this route from the tide-wider to 1 
Lake Ontario for boats of seventy-six tons burden, drawing 3J feet 
water. 

In 1867 a new line was located for the Oneida Lake Canal, intersect¬ 
ing the Erie Canal at Durhamville, aud its construction, together with 
the improvement of the Oneida Biver, was ordered so that boats of two 
hundred aud forty tons burden could pass from the Hudson at Albany, 
to Lake Ontario at Oswego ; the work upon this improvement is now in 
progress. 

The present route .—At present the route, including the incomplete por¬ 
tion, consists of the Oswego Canal to Oneida Biver, thence by that 
river to Oneida Lake, thence through the lake and Oneida Canal to 
Durhamville, thence by the Erie Canal to Albany. The total length of 
this route is two hundred and seven and nine hundred and thirty-five 
thousandths (207^ 3 d 5 o) voiles as follows : 








NAVIGATION OF THE MISSISSIPPI RIVER. 


117 


From Oswego to Plicenix... 20.5 

From Phoenix to Oneida Lake, via Oneida River..*. 21.634 

Through Oneida Lake to canal. 21.339 

Oneida Lake Canal to Durhamville. 5.081 

Durhamville to Albany. 139.380* 


Total.. 207.935 


There are thirteen lift-locks between Oswego and Phoenix, with a lock¬ 
age of 112.67 feet; upon the Oneida River there are two lift-locks, with 
a lockage of 7.13 ; upon the Oneida Canal, six lift-locks, with a lock¬ 
age of 62 feet; and upon the Erie Canal, forty-six lift-locks, with a lock¬ 
age of 426.96 feet; making a total of sixty-seven locks, with a lockage 
of 608.76 feet, of which 181.08 feet ascends, and 426.96 feet descends 
eastwardly. 

The new project .—It is now proposed to enlarge this route, which na¬ 
ture has provided and art improved, by constructing a ship canal from 
Oswego to Albany. 

THE WELLAND CANAL. 

The new Welland Canal, now in process of enlargement, will be 
twenty-seven and one-fifth miles long, with a lockage of 326 feet; its 
prism will be 150 wide at surface, 100 feet at bottom, with a depth of IS 
feet; the locks, twenty-five in number, will be 270 feet long, 45 feet 
wide, with a depth of 12 feet on the miter-sill. This will admit the pas¬ 
sage of vessels 250 feet long, with a carrying-capacity of 50,000 bushels 
of wheat. Vessels of this size, passing through the canal and Lake 
Ontario, will transship their cargoes at Oswego to steam-barges with a 
carrying-capacity of about 25,000 bushels of wheat, or to barges to be 
towed with a capacity of 28,000 bushels; and for the passage of these 
barges through to the Hudson it is proposed to construct the Oneida 
Lake Ship-Canal. 

THE NEW CANAL. 

The survey and estimates for this route have been in charge of Mr. 
James S. Lawrence, a competent and careful engineer, whose report is 
transmitted herewith, and to which I refer for details. 

Mr. Lawrence has given the subject close study for the past four 
months, and his report is replete with interesting data; his estimates 
have been made for substantial structures of the most durable char¬ 
acter. 


THE ROUTES FROM LAKE ONTARIO TO ONEIDA LAKE. 

Two routes from Oswego to Oneida Lake are presented for considera¬ 
tion, the one by using the Oneida River throughout its whole length; 
the other, by what is known as the “cross-cut line,” which leaves the 
Oswego Caual near Phoenix, makes a new canal, two and three-fourths 
miles long, to Peter Scott’s swamp on the Oneida River, thence along 
that river a short distance, thence again by a canal two and one-eighth 
miles long to a point on the river near Brewerton, thence by the river 
to Oneida Lake. 

By this latter route, the distance from Oswego to the lake is lessened 
nearly seven and one-half miles; but the cost is about $962,000 greater; 
the advantage gained in distance is, however, so great that this route 
is considered the more preferable of the two, and is recommended as 
the one to be used. 









118 


NAVIGATION OF THE MISSISSIPPI RIVER. 


The route proposed .—The proposed route on this line is therefore as 
follows: 

Miles. 

20. 50 
14.146 

21. 339 
5. 082 

139. 380 

Total. 200.447 

Total distance, about two hundred and one half miles. 

The prism of the canal and the locks .—The prism of the canal will be 
140 feet at the surface, 120 feet at the bottom, with a depth of 10 feet; 
the locks will be 185 feet between the quoins, 29 feet wide, with a depth 
of 9 feet on the miter-sill; this will pass boats 170 feet long, 28 feet beam, 
and drawing 8£ feet, with a carrying capacity of 28,000 bushels of 
wheat. 

There will be sixty-seven lift-locks between Oswego and Albany, with 
a lockage of 608.76 feet, of which 181.8 will be ascending and 426.96 
descending to Albany; there will also be two side-cut locks to enter the 
Hudson Biver at Troy. 

It is, of course, not contemplated that lake-vessels of large tonnage 
and expensive equipment will navigate this canal, but that their cargoes 
will be transferred at Oswego to steam-barges carrying 25,000 bushels 
of wheat, or to barges of a little greater capacity, which will be towed. 
This subject is thoroughly discussed in the report of Hon. W. J. Mc- 
Alpine, who has fully considered the question of the cost of transporta¬ 
tion ; the whole appears in the report of the United States Senate com¬ 
mittee, and it is not deemed necessary to dwell further upon it here. 

The water-supply. —Mr. Lawrence has given close attention to the sub¬ 
ject of the water-supply upon this route, and presents an array of facts . 
which conclusively proves that all the water can be obtained that the 
demands of navigation will require. 

The large area from which Oneida Lake draws its supply, together 
with the Oneida, Oswego, and Seneca Bivers, furnishes an abundant 
supply of water from Oneida Lake to Oswego, and the transfer of a por¬ 
tion of it through Fish Creek feeder to the long level would scarcely be 
noticed. 

The Borne or long level furnishes the supply for the Oneida Lake * 
Canal, and the lockage upon this route near Utica; the present supply 
upon this portion is shown by Mr. Lawrence to be in excess of the. 
demand, but it is deemed necessary to recommend the construction of 
Fish Creek feeder, as planned by the New York State engineers, as an 
additional source of supply in case of accident. This will furnish over 
16,000,000 cubic feet daily, and a large portion of the supply thus 
diverted from Oneida Lake will be returned to it through the Oneida 
Lake Canal. 

Should circumstances ever render it necessary to obtain a still greater 
supply upon this portion of the route, reservoirs could be constructed for 
storing the waters of the spring season at the headwaters of the Mohawk, 
of Fish Creek, of Black Biver, and among the Chenango Hills. 

From Utica to Albany, the principal supply is from the Mohawk ; 
additional amounts being received from minor feeders at various points. 
The supply upon this portion of the route is shown to be sufficient for 
the demand. 


From Oswego to mouth of Brandy Brook, near Phoenix, N. Y ... 
From near Phoenix to Oneida Lake, by canal and Oneida River 

Oneida Lake to Oneida Lake Canal. 

Enlarged Oneida Canal to Durhamville. 

Enlarged Erie Canal, from Durhamville to Albany. 










NAVIGATION OF THE MISSISSIPPI RIVER. 119 

COST OF THE ONEIDA LAKE SHIP-CANAL. 

The estimates made for the construction of this canal show that the 
approximate cost will be as follows : 


From Oswego to mouth of Brandy Brook. $2,652,736 50 

From mouth of Brandy Brook to Oneida Lake. 1, 505, 208 00 

Oneida Lake, excavation and piers. 83, 025 00 

Oneida Lake Canal to Durhamville. 782,899 00 

Engineering and contingencies, 10 per cent. 502, 386 85 

Laud damages en route .. 397,341 50 


Total from Oswego to Durhamville . 5,923,596 85 

Erie Canal portion of Oneida route. 

Durhamville to Albany, including side-cut locks at Troy.$17,012,142 40 

Land damages en route . 1,847, 842 00 

Fish Creek feeder. 430,276 00 


Total from Durhamville to Albany. 19,290,260 40 


From Oswego to Durhamville. 5,923,596 85 

From Durhamville to Albany. 19,290,260 40 

Total from Oswego to Albany, N. Y. 25,213,857 25 


Time of completion .—The time of completion would of course depend 
upon the amount of the annual appropriations ; if funds were promptly 
supplied, the work could probably be completed in four years. 

THE CHAMPLAIN SHIP-CANAL ROUTE. 

This route, connecting Lake Erie with the Hudson Eiver, includes the 
Weiland Canal, Lake Ontario, the Saint Lawrence River and canals to 
Caughnawaga; a new canal from Caughnawaga to Saint John’s on the 
Richelieu River ; the Richelieu River to Lake Champlain ; Lake Cham¬ 
plain to Whitehall; a new canal in connection with Wood Creek to Fort 
Edward, and the Hudson River, by means of slack-water navigation, to 
Troy; from there the route is continued to New York, either by the 
Hudson River with increased depth, or by leaving the river above the 
Troy dam, and passing, by means of the Lower Mohawk and the Erie 
Canal enlarged, to deep water at Albany, N. Y. 

THE WELLAND CANAL. 

The new Welland Canal, as previously stated, will be twenty-seven 
and one-fifth miles long, with a lockage of 326 feet, and capable of 
passing vessels with a carrying capacity of fifty thousand bushels of 
wheat. 

THE SAINT LAWRENCE RIVER AND CANALS. 

From Kingston to Caughnawaga, on the Saint Lawrence River, the 
distance is one hundred and sixty-nine and one-half miles; the canals 
around the rapids, above Caughnawaga, are five in number, with an 
aggregate length of thirty-five aud one-eighth miles, a lockage of 162 
feet, and twenty-two locks; upon the downward trip of steamers these 
canals are not used. At present, the locks are not capable of passing 
boats of greater burden than seven hundred tons, but it is stated that 
the Canadian government proposes to enlarge them so as to pass ves¬ 
sels of the same size as will navigate the Welland Canal, and to improve 




















120 


NAVIGATION OF THE MISSISSIPPI RIVER. 


the river-channel so as to obtain a depth of not less than 12 feet through¬ 
out its entire length. 

THE PROPOSED CAUGHNAWAGA CANAL. 

The Canadian government has granted a charter to a private company 
to construct a canal from the Saint Lawrence River, at Caughnawaga, 
nine miles above Montreal, to Saint John’s, on the Richelieu River, in 
connection with the Chambly Canal, thus connecting the Saint Lawrence 
with Lake Champlain by a new route. The prism of this canal is to bo 
150 feet wide at surface, 100 feet at bottom, and the depth 13 feet; the 
locks are to be 270 feet long by 45 feet wide, with a depth of 12 feet 
on the miter-sill, so as to pass boats with a carrying capacity of about 
50,000 bushels of wheat. 

Survey and estimate of cost of Caughnaicaga Canal .—This canal will be 
thirty-two and one-fifth miles long, with three locks and a lockage of 29 
feet. The original surveys were made in 1848 by the late J. B. Mills, an 
engineer of great experience, and the route has been examined several 
times since by able men in the profession, and pronounced perfectly 
feasible. A recent approximate estimate of its cost, made by Hon. 
Walter Shanley, civil engineer, based upon the original estimate of Mr. 
Mills, places the cost of the construction of the canal at $5,500,000 
(gold); the cost of the necessary improvement of the Richelieu River is 
estimated by Hon. John Young, of Montreal, at $35,000 (gold). 

OBJECT OF THE PRESENT EXAMINATION. 

The object of the present examination and estimates is to determine 
the method and cost of constructing a ship canal from Whitehall at the 
head of Lake Champlain to Fort Edward on the Hudson, and to improve 
the navigation of the latter river by locks and dams, so that, in connec¬ 
tion with the Saint Lawrence River and Oauadiau canals, steamers with 
a carrying-capacity of about 50,000 bushels of wheat can pass directly 
from the lakes to deep water on the Hudson without breaking bulk. 

The surveys and estimates for this route have been in charge of Mr. 
Charles A. Fuller, an able civil engineer, of great experience upon pub¬ 
lic works. Mr. Fuller has personally examined the whole route from 
Caughnawaga to Albany, and has given the subject his earnest attention 
for the past four mouths. To his report, which is transmitted herewith, 
I refer for details. 

History of this route .—Immediately after the Revolutionary war, the 
subject of a water-route from the Hudson to LakeChamplain *\ as brought 
forward, and in 1791 the legislature of New York State directed surveys 
and estimates to be made for this purpose. In 1792 a compauy was 
organized with the intention of completing the water-counection through 
the valley formed by the Hudson and Lake Champlain, and work was 
commenced upon a canal from Whitehall to Fort Edward; it was, how¬ 
ever, abandoned on account of the great cost of rising from the lake 
through the rock-formation to Wood Creek. In 1810 the New York 
State legislature authorized its construction, and in 1822 it was opened 
for navigation. 

The prism of the canal at this time was 40 feet at the surface and 4 
feet deep, and the locks 90 feet long and 15 wide. From time to time 
the depth has been increased, and in 1870 the legislature of New York 
directed that the prism throughout the canal should be 58 feet at the 
surface, 44 feet at the bottom, with a uniform depth of 7 feet. This 
improvement is now in progress. 


NAVIGATION OF THE MISSISSIPPI RIVER. 121 

The proposed route from the Saint Lawrence to Troy. —The distances 
upon this route are as follows: 

Miles. 

From Caughnawaga to Saint John’s. 32.50 

From Saint John’s to Rouse’s Point. 22.00 

From Rouse’s Point to Whitehall. 111. 00‘ 

From Whitehall to Fort Edward. 24.13 

From Fort Edward to Troy. 39] 80 


Total from Caughnawaga to Troy. 229. 43 


Of this distance, fifty-four and a half miles are in Canadian territory. 

From House’s Point to Whitehall, through Lake Champlain, no diffi¬ 
culty will be encountered in obtaining the full depth required, and the 
labor v will therefore be upon the canal and river between Whitehall 
and Troy, N. Y. 

The proposed canal. —The summit-level of the present Champlain Canal 
is 147 feet above tide-water, and between the lake and Fort Edward 
there are seven locks, with a lockage of 51 feet. 

It was at first thought best to estimate for enlarging this canal .to 
Fort Edward, and there to lock into the Hudson River. A survey for 
a new line, making use of Wood Creek, however, developed the fact 
that a canal could be constructed with a summit-level of 135 feet above 
tide-water, and this has been adopted. 

This canal will be 24.13 miles long. The level of Lake Champlain 
is 96 feet above tide-water, and of the Hudson River, at Fort Edward, 
118 feet above tide. The rise of 39 feet from the lake to the summit, a 
distance of 9.38 miles, will be overcome with three locks, and the fall 
of 17 feet to the river, a distance of fourteen and three-fourths miles, 
with one. 

Our attention was first called to this new line by Canal Commissioner 
Barkley, of New York, to whom I am indebted for most valuable in¬ 
formation and suggestions, and the survey made through his courtesy 
showed that it was eminently a desirable one. It has, therefore, been 
adopted; and it is proposed, in connection with Wood Creek, to con¬ 
struct a new canal from Whitehall to Fort Edward, connecting with the 
Hudson River at the latter place. 

The prism of the canal. —The canal will be 150 feet wide at surface, 100 
feet at bottom, and the depth will be 13 feet; the locks will be constructed 
of the best masonry, and will be 270 feet long, 45 feet wide, with a depth 
of 12 feet on the miter-sill, and capable of passing vessels with a carry¬ 
ing capacity of about 50,000 bushels of wheat. 

Barns. —A dam, 125 feet long, across the mouth of Wood Creek, extend¬ 
ing from the Whitehall lock to the east bank of the creek, will be required 
in order to raise the level to the next lock. 

Bridges. —There will be twelve highway, one tow-path, and two rail¬ 
road bridges required. Those for the highway and railroad will be 
swing-bridges of 190 feet span. 

The river improvement. —From Fort Edward to Troy the distance is 
39.8 miles, with a fall of 118 feet. 

It is proposed to render the river navigable for this distance by exca¬ 
vating wherever necessary, and by constructing suitable locks and 
dams. The channel will be 200 feet wide, with a depth of 13 feet. 

Lochs and dams.— The fall of 118 feet will be overcome by eleven locks 
and dams, and five auxiliary breast-dams. The locks will be of the 
same dimensions as upon the canal. The dams will be constructed of 
masonry laid in cement, with aprons of timber and stone. Of the six¬ 
teen dams required, fourteen will be new ones, aggregating 7,037 feet in 









122 


NAVIGATION OF THE MISSISSIPPI RIVER. 


length. The dam at Troy, 1,100 feet long, will be raised about 2 feet. 
The new dam at Saratoga Falls, 84G feet long, will require no change. 

Water-supply .—Careful surveys of the region in the vicinity of the 
headwaters of the Hudson, from which the water for this route will be 
derived, have recently been made by Prof. F. N. Benedict, and show 
that an abundant supply can be obtained. At present, the capacity of 
the Hudson to furnish the required amount is ample, and this could be 
greatly increased by a proper system of dams and reservoirs at the 
sources of the river to retain the surplus water until required. A large 
additional supply can be obtained by directing the flow into the Hudson 
of certain lakes that now empty into the Saint Lawrence. 

Professor Benedict states that at present there can be supplied, over 
and above the amount now flowing into the headwaters of the Hudson, 
“60,000,000 cubic feet per diem,” or more than the entire amount 
required for the supply of the enlarged canal. 

In this connection, I quote the following from the report of Mr. Ver- 
planck Colvin, made to the legislature of New York in 1873, on the 
topographical survey of the Adirondack wilderness: 

It is to be remarked that if, at any future time, it should become necessary to have 
a greatly-increased supply of water for the Hudson River or canals, even these distant 
lakes and rivers can be made tributary. The water of Smith’s Lake, and of the lakes 
and streams emptying into it, could be turned by a dam and canal into Charley Pond, 
which empties into Little Topper’s Lake. By corresponding treatment, the waters of 
the latter could be led into Stony Pond, which empties into Long Lake, and then by 
the dam and canal, long since proposed by Professor Benedict, lead to the headwaters 
of the Hudson, nearly doubling the upper water-shed of that noble river. In view of 
the proposed Champlain ship-canal, this .source of water-supply may be of interest; 
but though the expenditure to render it available would be trifling, the consequential 
damages to mill-owners in the settlements, on the lower waters of the streams thus 
diverted, would be considerable. 

The amount now required for the use of the canal for a period of 220 
days, with one hundred lockages daily, is estimated at 57,119,794 cubic 
feet daily, or 39,666 cubic feet per minute. The report of the State 
engineer of New York shows the supply at present to be as follows: 

Wood Creek can furnish. 6,671 cubic feet per minute. 

Glen’s Falls feeder can furnish.22,715 cubic feet per minute. 

Total supply. 29, 386 cubic feet per minute. 

Leaving a deficiency of 10,280 cubic feet per minute. This can be sup¬ 
plied by either enlarging Glen’s Falls feeder, or by raising the water of 
the Hudson to the proper heightby a dam above Fort Edward, and using 
the old Fort Edward feeder, which, since the construction of the Glen’s 
Falls feeder by the State of New York, has been no longer necessary, 
the latter furnishing all the water required for the present Champlain 
Canal. The latter plan is recommended, being the cheaper of the two. 
There is no question but that an abundant supply of water can be ob¬ 
tained upon this route. 

Cost of the project —The following approximate estimate of the cost is 
submitted: 

Canal division. 


Bams. $9,939 55 

Locks. 594,887 84 

Prism. 1,998,958 66 

Regulating-weirs. 61,545 78 

Bridges. 340,764 80 

Fort Edward dam and feeder. 282,708 00 

Property damages.. 145’, 831 00 

Engineering and contingencies, 10 per cent. 343,363 56 

Total... 3,776,999 19 















NAVIGATION OF THE MISSISSIPPI RIVER. 
Hirer division. 


123 


f an ? s . $733,318 32 

. 1,714,464 88 

Channel . .. 4> 157> f)96 00 

Levees and property damages. 100,000 04 

Engineering and contingencies, 10 per cent. 670,537 92 

Total ...-. 7,375, 917 16 

Summary. 

Canal division... o 77 n qqq iq 

River division. 7 : 375:917 ie 


Total from Lake Champlain to Troy. 11,152,916 35 


Time of completion .—The time required for the completion of this great 
work would of course depend upon the annual appropriations ; if funds 
were promptly supplied the route could be opened for navigation in 
three or four years, and operations could be made to keep progress with 
those upon the Gaughnawaga Caual. 

CANAL FROM THE HUDSON, ABOVE TROY, TO DEEP WATER AT ALBANY. 

The result of operations upon the Hudson River rendered it question¬ 
able whether a full depth of 13 feet could be maintained between Troy 
and Albany; and while the study of that subject was confided to that 
distinguished and accomplished engineer, General John Newton, I was 
directed to prepare an estimate for a canal from near Troy to Albany, 
in order to complete the connections for vessels of a. carrying capacity 
of 50,000 bushels of wheat, between the lakes and deep water upon the 
Hudson. 

This project being a portion of the Champlain route, the plans and 
estimates for it were assigned to Mr. C. A. Fuller. 

It is proposed to leave the Upper Hudson at what is known as the 
Lower Mohawk entrance, and, using the bed of the old stream, to lock 
up, with one lock of 10J feet lift, into the present Erie Canal, near the 
West Troy weigh-lock. The channel of the Mohawk will be 200 feet 
wide and 13 feet deep; this will necessitate considerable rock and earth 
excavation. 

Leaving this channel near the Troy weigh-lock, the present Erie Canal 
will be widened to 150 feet at surface and 100 feet at bottom, and deep¬ 
ened to 13 feet. 

The lochs .—There will be three locks ; one to rise from the river to the 
canal at West Troy, one between Troy and Albany, and the third at the 
exit into Albany Basin ; these locks will be 270 feet long, 45 feet wide, 
with a depth of 12 feet on the miter-sill, and capable of passing vessels 
of the same size as those with which it is proposed to navigate the 
Champlain Canal and Upper Hudson. 

The water-supply .—The present water-supply is sufficient for the demand 
upon this portion of the route, if devoted to its legitimate purposes. 

The cost of this route .—The cost of this portion of the route, from the 
lower entrance into the Hudson River of the Mohawk, above the Troy 
dam, to deep water at Albany, is estimated as follows: 


Mohawk River division, two and one-fourth miles. $568,210 64 

Erie Canal division, six and six-hundredths miles. 1,670, 754 58 

Property damages. 454,650 00 

Engineering and contingencies, 10 per cent. 269,361 51 


Total.. 2,962,976 73 


















124 


NAVIGATION OF THE MISSISSIPPI RIVER. 


Time of completion .—The time of completion will depend upon the 
amount of appropriation, and the operations can be made to keep prog¬ 
ress with those upon the other portion of the route. 

GENERAL REMARKS. 

In presenting this report, I desire to state that I have given careful 
study to the subject, and have visited the most important localities, go¬ 
ing over portions of the route on foot in order to thoroughly acquaint 
myself with the difficulties with which it would be necessary to cou- 
tend. 

The gentlemen in charge of the various routes have given their whole 
attention for the past four months to the subjects assigned to them, and 
present a large amount of interesting information. 

For the data upon which we mainly based our calculations I am in¬ 
debted to the reports of the canal engineers of New York State. These 
gentlemen, together with the canal commissioner in charge of the east¬ 
ern division of the State canals, have given me every possible informa¬ 
tion in their power. 

New surveys were made for the line of the proposed Champlain Canal; 
also of the Lower Mohawk, for the connection with the Erie Canal at 
West Troy; of the Erie Canal from Albany to West Troy, and in the 
vicinity of Cohoes, and of portions of Oneida Lake. Cross-sections of 
the country along the route of the Oneida Ship-Canal were made between 
Lake Ontario and Oneida Lake, and from Durkamville to Albany. All 
the locks, aqueducts, culverts, weirs, bridges, &c., upon the existing 
routes were examined, and careful inspections made to appraise the laud 
damages that would accrue should it be concluded to undertake the 
improvement upon either route. 

The survey for the cross cut from Phoenix to Oneida Lake was made 
by the State Engineers C. A. Sweet and M. S. Kimball, to whom I am in¬ 
debted for valuable information ; that of the new route from Whitehall 
to Fort Edward, by Mr. G. T. Hall, assistant engineer; those of Oneida 
Lake, the Erie Canal at Cohoes, and between Troy and Albany and the 
Lower Mohawk between Cohoes and West Troy, by Mr. W. P. Judson, 
assistant engineer. The latter has also rendered valuable assistance in 
the preparation of the estimates and charts on all three routes. 

For the estimates for improving the Hudsou River the map prepared 
by Mr. S. McElroy, civil engineer, in 1866, was used ; full reliance being 
placed upon the data it contained. 

The subject of water-supply has been carefully considered; the data 
for that now furnished upon the various routes were taken from the 
reports of the New York State engineers, where the amount available 
from each feeder is given in detail. The facts presented show that, for 
the objects in view, on each route the requisite amount of water can be 
obtained. 

In these estimates, evaporation has been taken at one-third of an inch 
in depth per diem. The allowance for filtration and evaporation has been 
determined by experiment to be two hundred cubic feet per mile per 
minute upon the Erie Canal, and has been deduced for the other canals 
from experiments on the Erie. Leakage through gates is a quantity 
only to be determined accurately by experiment; with the improved 
tumble-gates it is said to be 50 per cent, less than with the old style of 
miter-gates; it is only necessary to take it into account once, as like the 
lockage, it passes from the higher to the lower levels, and is like a con¬ 
stant flow from one pool to another. It has been assumed here at 30 
per cent, of the lockage, which is considered a liberal allowance when 
gates are properly constructed. 


NAVIGATION OF THE MISSISSIPPI RIVER. 


125 


In locks upon the Erie and Oneida Ship-Canals, with 10 feet lift, this 
will average about 20 cubic feet per second, which is considered a far 
greater amount than should be permitted upon any well-constructed 
canal. 

I do not feel called upon by the provisions of the law to discuss the 
relative advantages of these routes, nor to express an opiuiou as to which 
is the most preferable. 

I have simply presented the facts as they have been found to exist 
upon each route, with the cost of carrying out the projects determined 
upon by the United States Senate committee; all three routes are 
practicable, and each has its advocates and its own peculiar advantages. 

The following summary of the cauals, as proposed, with approximate 
estimates of their cost, is submitted : 

ERIE CANAL ROUTE. 

From Buffalo to Albany .—Length, 351.78 miles ; 67 locks, with a lock¬ 
age of 654.8 feet; prism from Albany to Rochester, 70 feet at surface, 
56 feet at bottom ; depth, 8 feet; from Rochester to Buffalo, prism 
increases in width ; locks, 225 feet long, 26 feet wide, with a depth of 7 
feet on the miter-sill. Navigable for boats capable of carrying 23,000 
bushels of wheat. 

Approximate cost of entire improvement.. 

Approximate cost without deepening canal 

ONEIDA LAKE SHIP-CANAL ROUTE. 

From Oswego to Albany. —Length 200.447 miles; 67 locks with a lock¬ 
age of 608.76 feet; prism 140 feet at surface, 120 feet at bottom ; depth, 
10 feet; locks, 185 feet long, 29 feet wide, with a depth of 9 feet on the 
miter-sill. Navigable for boats capable of carrying 28,000 bushels of 
wheat. 

Approximate cost of improvement. $*25,213,857 25 

CHAMPLAIN SHIP-CANAL ROUTE. 

From Whitehall to Troy. —Length, canal division, 24.13 miles; river 
division, 39.8 miles—63.93 miles; 15 locks, with a lockage of 172 feet; 
canal-prism 150 feet at surface, 100 feet at bottom ; depth, 13 feet; river- 
channel, 200 feet wide and 13 feet deep ; locks, 270 feet long, 45 feet 
wide, with a depth of 12 feet on the miter-sill. Navigable for vessels 
capable of carrying 50,000 bushels of wheat. 

Approximate cost of improvement. $11,152,916 35 

SHIP-CANAL FROM THE HUDSON. 

From above Troy to Albany. —Length, river division, 2.25 miles ; canal 
division, 6.06 miles—8.31 miles; 3 locks, with a lockage of 35 feet; prism 
of canal, 150 feet wide at surface, 100 feet at bottom ; depth, 13 feet; 
channel of river, 200 feet wide and 13 feet deep ; locks, 270 feet long, 45 
feet wide, with a depth of 12 feet on the miter-sill. Navigable for ves¬ 
sels capable of carrying 50,000 bushels of wheat. 

Approximate cost of improvement.-. $2,962,976 74 

Respectfully submitted.. 

JOHN M. WILSON, 

Major of Engineers , Brevet Colonel, 

Brig. Gen. A. A. Humphreys, 

Chief of Engineers XT, & A. 


$8,173, 596 55 
6,676,231 45 







126 


NAVIGATION OF THE MISSISSIPPI RIVER. 


ERIE CANAL ROUTE. 

REPORT OF MR. OCTAVE BLANC, ASSISTANT ENGINEER. 

Oswego, N. Y., December 10, 1874. 

Sir: In compliance with your instructions of August 20, 1874, I have the honor to 
present herewith plans and estimates for the enlargement of one tier of the present 
locks of the Erie Canal, from Albany to Buffalo, except at Lockville and Lockport; 
also for obtaining a depth of not less than 8 feet throughout its entire length, and 
to submit the following report: 

In May, 1863, the legislature of the State of New York directed that surveys should 
be made of the line of the Erie Canal between Albany and Buffalo, and plans and esti¬ 
mates prepared for constructing a new tier of locks alongside the present ones, for the 
purpose of passing gunboats from the Hudson River to Lake Erie; these locks were to 
be 225 feet long, 26 feet wide, with a depth of 7 feet on the miter-sill. 

In compliance with this law, the work was carried out under the supervision of the 
State engiueer of New York, and a report, with elaborate plans and estimates, sub¬ 
mitted. To this report I am indebted for the most valuable information. 

THE PRESENT PROJECT. 

The locks of the Erie Canal at present are 110 feet long, 18 feet wide, with a depth 
of 7 feet on the miter-sill; for a great portion of its length the depth is not greater 
than 7 feet; the maximum capacity of boats navigating it is 240 tons. 

It is now proposed to construct enlarged locks throughout the whole length of the 
canal; to make the necessary changes incident thereto in aqueducts, culverts, and 
bridges; and to deepen the canal so that, except upon mechanical structures, there 
shall nowhere-be a less depth than 8 feet. 

The enlarged locks will be 225 feet long, 26 feet wide, with a depth of 7 feet on the 
miter-sill, and capable of passing boats of 690 tons burden. In accordance with your 
instructions, I have estimated for enlarging one tier of the present locks, except at 
Lockville and Lockport, and the connection with the Hudson River at Albany and 
Troy; the admirable locations selected at those places by the New York State engi¬ 
neers rendering it advisable to adhere to them. 

The estimates are based upon the data furnished by the New York State engineers’ 
reports, the localities having been carefully examiued, the prices fixed at those now 
paid for labor and materials, and deductions made for such materials now in the locks 
as can be again used. 

The opinions of all engineers with whom I have conversed coincide in approving the 
enlargement of one tier of the present locks, instead of constructing an entire new tier. 

The New York State engineers, in determining the best x>rinciple upon which the 
enlargement should be based, concluded, after the most deliberate consideration, that 
the most advisable plan to pursue would be that of lengthening and widening one tier 
ot the present locks. This plan, if properly carried out, could be more easily accom¬ 
plished than that of an entire new tier, at less expense, with no great hiuderance to 
navigation, and with a large saving of water, an item particularly to be considered 
upon the canal. 

THE ERIE CANAL. 


The Erie Canal navigation is divided into three reaches—the Eastern, Middle, and 
Western Divisions. 

THE EASTERN DIVISION. 

This division of the canal extends from Albany to Higginsville, N. Y., a distance of 
one hundred arid thirty-five miles, with 46 locks and a lockage of 426.96 feet; it also - 
includes the side-cut locks at Troy for entering the Hudson at that place. The original 
surveys, plans, and estimates for gunboat-locks upon it were made in 1863, under the 
direction of Mr. D. C. Jenne, then engineer of the division, aud to his report I am 
indebted tor most of the data upon which I base these estimates, haviug carefully 
examiued the various localities. It is proposed for this division to enlarge one tier of 
the present locks throughout its whole extent, except at Albany and West Troy; here 
it is found to be more favorable to enter the basins and river with looks upon new 
sites, and the estimates are based accordingly. 

the junction of the Erie and Champlain Canals, and at the Lower and Upper 
Mohawk aqueducts, it becomes necessary to enlarge the canal, and some slate-rock 
excavation is incurred, together with the removal of several buildings. 

Eemoval of bench-walls.. 

During the past few years the removal of bench-walls, and substituting therefor 
slope and vertical walls extending to the canal-bottom, has been carried on rapidly, 
these walls reduce the capacity of the canal and interfere materially with navigation, 
and must all be lemoved. At this time, according to the report of the canal cominis- 


NAVIGATION OF THE MISSISSIPPI RIVER. 127 

sioners of New \ork for 1874, there remains upon this divisiou, for which contracts 
have not been made for removal, the following: 

Upon the berme bank. 20. 51 miles 

Upon the tow-path bank. 21. 69 miles' 


The removal of this is provided for in estimates.. 

Aqueducts. 

Ihe Lower Mohawk aqueduct, 1,132 feet long, the Upper Mohawk aqueduct, 607 feet 
long, and the Schoharie aqueduct, 627 feet long, are only 40 feet wide at the bottom,, 
and will have to be widened in order that boats may pass each other ; some of the 
others are but 50 feet in width, but are short; it is not deemed advisable to enlarge 
them, except where it becomes necessary for boats to enter a lock, as at Fulmer’s Creek 
and Myers’s Creek aqueducts, near locks Nos. 43 and 45. 

Bridges. 

One new bridge at Albany and three new chain-bridges at Troy will be necessary; 
the bridges in the vicinity of locks Nos. 22, 27, 30, and 46 require to be lengthened. 

Culverts. 

No changes will be required in the culverts now in use, except at the upper connec¬ 
tion with the basin at West Troy, where it will be necessary to lengthen one. 

Deepening canal. 

Estimates have been prepared for obtaining a depth of 8 feet throughout this division* 
except upon mechanical structure; steam-power will, ere long, be used entirely upon 
the canals, and it is desirable to offer every i>ossible facility for the rapid progress of 
boats. 

. THE MIDDLE DIVISION. 

This division embraces a number of reservoirs and navigable feeders, and is the 
shortest divisiou of the line of the Erie Canal. It extends from Higginsville, twelve 
miles west of Rome, on the long level, to the Wayne County line, a total distance of 
seventy-two miles, with six locks and a lockage of 50.42 feet. 

Locks , bridges, and culverts. 

It is proposed to enlarge the locks on the berme side throughout this division. The 
original estimates were made iu 1864, under direction of Mr. J. P. Goodsell, then divis¬ 
ion engineer, and the data for the estimates now submitted were taken from bis report, 
the localities having been carefully examined. Since 1864, one of the double locks 
and two single ones upon this division have been widened to 20 feet, and loaded boats 
have since been passed much more rapidly. No culverts will require to be disturbed, 
and but one bridge, at Syracuse, will require change. 

Removing bench-walls. 

The bench-walls upon this division must also be all removed, and slope and vertical 
walls extending to the canal-bottom substituted for them. At this time there remains 
to be removed, according to the report of the canal commissioners for 1874, the follow¬ 
ing, for the removal of which no contracts have been made : 


Upon the berme side. 13. 01 miles. 

Upon the tow-path side. 1. 31 miles. 


The removal of these has been provided for in these estimates. 

THE WESTERN DIVISION. 

This division extends from the eastern line of Wayne County, N. Y., on the Monte¬ 
zuma, or lowest level, to Lake Erie, a distance of 144.78 miles, with nineteen lift-locks 
and a rise of 177.42 feet. There are two guard-locks and also two lift-locks connecting 
the canal with Niagara River. 

Locks. 

The original surveys, plans, and estimates for the locks proposed for passing gun¬ 
boats from the Hudson River to Lake Erie were made under the direction of Mr. C. 






128 


NAVIGATION OF TIIE MISSISSIPPI RIVER. 


W. Story, division engineer, in 1864, and to his report I am indebted for a great portion 
of the data from which my estimates are made, the localities having been carefully ex¬ 
amined previous to preparing this report. 

When these surveys were made in 1864 there were only six double locks upon this 
division, five of which were at Lockport and the other, No. 61, at Macedon ; since that 
time extensive operations have been in progress, and at present all the locks are either 
double or in process of being doubled. Approximate estimates are therefore presented, 
based upon calculations for similar structures in similar localities, allowance being 
made for materials now in the locks. 

It is proposed to enlarge, throughout the division, one of the double lift-locks, except 
at Lockville and Lockport. 

Lockville. 

Mr. Story recommends in his report that the line of the canal at Lockville be changed 
by making a new cut three-quarters of a mile long, and using two locks of 12 feet each, 
instead of the present three; this will necessitate considerable expense, but the benefit 
derived will more than compensate for the outlay. The new route is located north of 
the present canal, and avoids the curve ; it has been adopted in this improvement, and 
the estimates based accordingly. 

Lockport. 

At present there is a double tier of five combined locks at Lockport, and a raceway 
with a culvert-feeder over the falls. The canal engineers have given this subject much 
thought and study, and it is deemed best not to interfere with the present flight, but 
to construct upon the south side a new set, overcoming the fall with three locks of 
18.6 feet lift, each. This will necessitate the construction of a new race and feeder; 
and to obviate the damage that might accrue from the swift curreut upon the present 
inclined plane, estimates have been made for a succession of drop-over breast-walls. 
This plan is certainly a most admirable one, and after a careful examination of the 
locality, it seems impossible to offer a single suggestion as to an improvement upon it. 
In the construction of a new flight, room would be left for the construction of another 
tier, should it be found necessary in the future. 

Guard-loch at Sulphur Springs* 

Five miles west of Lockport, Sulphur Spring guard-lock has been constructed to 
prevent damage from the sudden rise of Tonawanda Creek, and to overcome the great 
velocity incident thereto. It is proposed to constuct a new enlarged lock, to be placed 
in line of the present south space bulk-head. 


Connections with Niagara River. 

At Tonawanda, a new location, half a mile west of the present one, has been selected 
for the connection with Niagara River. The present ship-lock at Black Rock is 2U0 
feet long by 37 feet wide, with a depth of from 11 to 14 feet on the miter-sill, depend¬ 
ing upon the height of the water; it will be only necessary to lengthen it. 

Bridges. 


Most valuable and interesting data, in reference to bridges, are found in Mr. Story's 
report. J 

At lock No. 55 two bridges will require additional abutments and new superstruc¬ 
tures: below lock No. 56 one abutment will require to be removed and rebuilt. Upon 
the new cut-ofl at Lockville there will be required one road-bridge, and in order to use 
the present canal for passing the intersection two new change-bridges, and the length¬ 
ening of the bridge at Newark, will be necessary ; also, the rebuilding of an abutment, 
and construction of a new superstructure upon the present tow-pa'h bridge, below the 
locks. The change-bridge below lock No. 61 will require lengthening. Two new iron 
bridges are proposed to replace the wooden one at Main street, Lockport; also a new 
wooden bridge over the proposed new race, and new superstructure upon the Cottage- 
street bridge. These localities have been examined, and show the care and ability dis¬ 
played by the State engineers. J 

Aqueducts. 


Careful survey has shown that the curve of the east end of the Rochester aqueduct 
is too short to pass boats of the enlarged size; provision is therefore made for widen¬ 
ing and lengthening the curve. 

Deepening the canal. 


From Lockport to Black Rock, the canal has already a depth of 8 feet or over : from 
the Wayne County line to Lockport, the depth is from 7 to 74- feet; estimates have 
been made for obtaining the required depth. ' 


NAVIGATION OF THE MISSISSIPPI RIVER. 


129 


From the head of Black Rock Harbor to Buffalo, the width of the canal is only from 
70 to 80 feet; through this narrow channel, nearly the whole supply for the Erie Canal, 
to the Montezuma level, has to be forced, and the large mills now on the pier at lower 
Black Rock Harbor use a great quantity of this supply. 

The canal engineers of New York have given this subject careful study, and have 
devised a plan to remedy the difficulty. 

The State engineer of New York, in his last annual report, after stating the difficul¬ 
ties I have mentioned, continues as follows : 

“Another serious difficulty has been the low stages of water in the lake. In August 
1871, the surface of the lake ranged from 18 to 26 inches below its usual height, and 
during the past season of navigation varied from 25 to 27 inches. On the recommenda¬ 
tions of the division and resident engineers, and approval by Hon. John D. Fay, canal 
commissioner in charge, the canal board resolved to remedy these difficulties by chang¬ 
ing the origiual work, and adopting a general plan for constructing the canal through 
Black Rock Harbor, so as to make it independent of that harbor and the supply for 
the mills; iu fact, by means of division-banks or cribs, to form two channels—one for 
the canal, the other for the mills ; the channel for the former to be about 125 feet wide, 
and through it the water for feeding the caual will pass, the prism being deepened, so 
as to leave navigation uninterrupted by low water in the lake.” 

Although this project is uow beiug carried out by the State of New York, it was 
deemed best to add to this report an ai>proximate estimate of the cost of complet¬ 
ing it. 

Cost of this project. . 

The total cost of the project for enlarging one tier of locks, and new structures at 
Lockville, Lockport, Albany, and West Troy, and for obtaining a depth of not less than 
eight feet, except upon mechanical structures between Albany and Buffalo, is, after a 
careful examination of the localities and revision of all data that could bo obtained, 


presented, as follows: 

ERIE CANAL. 

Eastern division. $4,485,776 65 

Middle division. 817,269 20 

Western division. 2,440,274 70 

Fish Creek feeder, referred to under head of “ water-supply”. 410,276 00 


Total.. 8,173, 596 55 


ERIE CANAL WATER-SUPPLY. 

The enlarged boat proposed to navigate the Erie Canal, as compared with the exist¬ 
ing boat, has a tonnage ratio of 690 to 210, as shown by the neat formula of W. B. 
Taylor in his Canal Report of 1864. This will give to the new boatatonnage capacity 
of nearly 3.28 times greater than that of the existing boat. It is stated by the canal 
commissioner in his annual report for 1874, page 186, that the daily traffic on the canal 
near Buffalo is accomplished by the use of one hundred boats, and he asserts that this 
statement is nearly verified by the lockage-record at Schenectady. Therefore, one hun¬ 
dred boats may be safely taken as the number of the existing class of boats making 
daily use of the navigation. A water-supply for one hundred boats of the contem¬ 
plated capacity is therefore assumed as more than sufficient for the accommodation of 
all existing traffic, and enough for the prospective traffic of many years to come. The 
number 100 also simplifies any calculations and comparisons that may be requisite for 
any further examination of the subject. , 

The navigation remains open from 214 to 240 days ; has been as few as 205 and 202 
days, and as many as 269 days. A fair average season is about 210 days, as obtained 
from the records of nearly fifty years, extending from the year 1824 to 1873. This in¬ 
formation is taken from the Canal Commissioners Report for 1874. 

The following results have been obtained by using the foregoing information as a 
part of the necessary data, and they show an ample water-supply for the proposed 
canal enlargement, viz: 

The natural divisions of the canal between Buffalo and Albany, for the purpose of 
showing the comparative sufficiency of supply for each, are arranged thus: (See dia¬ 
gram on tabular statement.) 

From Buffalo to Lockport , a distance of thirty-one miles, is supplied by the Lake Erie 
head, direct. The supply being commensurate to the lake, of course this division re¬ 
quires no comment. 

From Lockport to Rochester , about sixty-two miles, is a descending grade of feet 
per mile. The water-supply on this reach is from Lake Erie, 35,000 cubic feet per 
minute; Oak Orchard Creek feeder, 1,400 cubic feet per minute; Genesee Canal 
(through lock), 861 cubic feet per minute; Genesee River, 350 cubic feet per minute- 
total, 37,611 cubic feet per minute. This abundant quantity is the supply as far as 
Clyde, a’disfance of forty-nine miles below Rochester, or one hundred and eleven miles 
from Lockport. This supply being direct from Lake Erie, the use «>f the additional 
feeders between Lockport and Rochester arrests attention. It appears that their intro- 

H. Ex. 49-9 









130 


NAVIGATION OF THE MISSISSIPPI RIVER. 


duction is for the purpose of checking the current velocity created by the incline alluded 
to, and not directly for increasing the supply. The Genesee Canal quota, through lock, 
is an accidental increment, but it is also availed of for reducing the current velocity 
created by the incline. In the Canal Commissioner’s Report for 1873, page 114, it is 
substantially stated that the mill-owners, who have a perpetual lease of the waters 
passing around Lockport. frequently use this water in excess of their requirements, 
and as it is discharged into the canal, at times proves unfavorable to navigation by 
increasing the velocity.* 

The Montezuma level , extending from Clyde to Port Byron, a distance of twenty miles, 
being the lowest level between the long level and Lake Erie, and being fed from two 
sources, has necessarily a sufficient supply. Its surplus is delivered into the Cayuga 
Canal. There never was any impediment to navigation on this level. 

The Port Byron and the Jordan levels extend from Port Byron to Geddes, a distance of 
about twenty-two miles, and are, like the long level, dependent on special feeders, 
which appear to be abundantly sufficient. Apprehensions have been entertained for 
the supply of these levels, but the surplus supply, as shown in the accompanying 
“ tabular statement,” indicates that such apprehensions are certainly groundless. 

The feeders of this division are : 


Owasco Lake. 10, 267 cubic feet per minute. 

Of this the millers claim. ... 5, 612 cubic feet per minute. 


Balance owned by New York State 

Putnam Creek feeder. 

Nine-mile Creek feeder. 

Carpenter Brook. 

Skaneateles Lake. 

Otisco Lake. 


4, 655 cubic feet per minute. 
200 cubic feet per minute. 
800 cubic feet per minute. 
200 cubic feet per minute. 
8, 767 cubic feet per minute. 
5,145 cubic feet per minute. 


Total 


19,767 cubic feet per minute. 


equal to 28,464,480 cubic feet per 24 hours. 

After making the usual deductions from this daily supply, there remains, over and 
above the requirements of navigation, a surplus of 8,500,000 cubic feet (in round num¬ 
bers) per 24 hours. This is fortunate, because the whole of the rain-basin in which this 
subdivision of the canal is located is already availed of for the purpose of supply, and 
there is no ordiuary way of supplying any additional natural feed. (See chart.) 

That portion of the canal from Geddes , embracing Syracuse and continuing to the 
west end of the long level, a distance of about three miles, is similar (as to situation) 
to the Montezuma level. It is fed from the long level on the east and from the Jordan 
level ou the west. These feeding-levels having a large surplus, it follows that this 
comparatively short division will always have a sufficiency of water. On this level 
at Syracuse, the connection with Lake Ontario is made through the Oswego Canal. 

The long level, extending easterly from the last-described division to Utica, a distance 
of about 55 miles, is supplied as follows, viz: 

Cubic feet per 

, minute for 

the season. 


Butternut Creek, Orville feeder. 

De Ruyter, through Limestone Creek, 3,891 cubic feet per minute for 100 days ) 

Limestone Creek, 500 cubic feet per minute for 100 days.$ 

Erieville reservoir and Chittenango feeder, 2,526 cubic feet per minute for 100 

days. 

Cazenovia Lake reservoir, 3,115 cubic feet per minute for 100 days. 

Cowaselon Creek feeder... 

One 1 da Creek feeder. 

Delta feeder, through Black River canal-lock. 

Wood Creek, at Rome..... 

Mohawk feeder. 

Butt’s Creek feeder, 2| miles east of Rome. 

Oriskany Creek feeder. 

Jamesville reservoir, 2,000 cubic feet per minute for 60 days. 


500 
2,195 


1,263 
1, 507 . 

320 
1,500 
1,294 
125 
11,766 
1,400 
4,561 
600 


Total per minute.. 27,031 

An additional supply from Fish Creek was contemplated, and the project matured 
so far as to have plans and estimates furnished for its construction. The work, how¬ 
ever, has not been executed. Should there, by any contingency, be an increase wanted, 
this feeder will give a flow of 7,400 cubic feet per minute, exclusive of filtration and 
evaporation. An estimate for its construction is hereto appended. It has been in¬ 
timated by the canal officers that this level is subject to great disturbance during the 
prevalence of strong westerly winds; that under such influences oscillations to the 
extent of 9 inches are frequently observ d, making navigation on the western end quite 
difficult, and sometimes grounding the boats. There is an erroneously-formed opinion 



























NAVIGATION OF THE MISSISSIPPI RIVER. 


131 


as to the prospective insufficiency of water for this level. This opiuion has taken form 
principally, if not altogether, from incidental causes, such as some break occurring or 
reservoir-dam giving way, and thus temporarily intercepting the ordinary supply, and 
causing boats to crowd on each other in passing through the long level. These draw¬ 
backs are being remedied by a better class of structures. 

The next and last water-division, extending from Utica to the Hudson River at 
Albany, is about 110 miles long, with 45 locks, with an aggregate descent of 423-^% 
feet, making a mean descent for each lock of 9 -jV^ feet. This reach being similar in 
character to that from Rochester to Clyde (that is, all descent), the theoretic quantity 
of one lockage is the assumed requirement for the carriage of one boat through all 
the locks. 

The supply is obtained through the following feeders, viz : 

Ilion Creek .. 800 cubic feet per minute. 

Mohawk, at Little Falls. 12,643 cubic feet j>er minute. 

Rocky Rift. 10,602 cubic feet per minute. 

Schoharie Creek feeder..... 6,800 cubic feet per minute. 

Roxford feeder. 10,979 cubic feet per minute. 

Mohawk, at Cohoes. 6,570 cubic feet per minute. 

Total.. 48,394 cubic feet per minute, 

equivalent to 69,687,300 cubic feet per 24 hours. 

In this approximation of the quantity of water available for navigation the size of 
lock is taken at 225 feet X 26 feet X the corresponding lift, or mean of several lifts, 
as the case may be, and this quantity only is called the lockage; the percentage for 
waste and leakage through the gates being considered sufficient to cover the small 
quantify of water comprising the sheet existing between the boat and lock-walls when 
a boat is entered. The amount for filtration and evaporation is taken at 200 feet per 
mile per minute. Where a series of locks is to be considered, the mean lift is taken, 
and where two lockages are wasted, as on the long level, the sum of the two lifts is 
used. It is further assumed that the boats may pass through the locks in the most 
desultory order, so that if the supply is sufficient to fulfill these conditions the most 
skeptical should be convinced of the completeness and sufficiency of the whole water- 
supply. 

The accompanying tabular statement gives the supplies, filtration, and lockage- 
waste, net available supply, and amount needed to pass one hundred boats in twenty- 
four hours, together with the surplus water after accomplishing such passage, each of 
which results is obtained in the manner stated. 

It is understood that if two boats, going in opposite directions, meet at the same 
lock, then one lockage will pass the two boats; and if this were uniformly the case, 
the quantity of water stated in “the table” as necessary to pass one hundred boats, 
will be sufficient to pass two hundred boats. 

This state of things is never realized completely, but it is of so frequent occurrence,, 
that in practice it is safe to assume that two lockages will pass three boats. On this 
assumption, the conclusion that the daily volume of water stated as the requirement 
for the passage of one hundred boats may be relied on to pass oae hundred and fifty 
boats. Then one hundred and fifty boats, each of 690 tons, gives a daily movement of 
103,500 tons, with the expenditure of water set forth in the tabular statement. 


Tabular statement of water-supply of Erie Canal from Buffalo to Albany. 


Water-divisions of the Erie 
Canal. 

Distance in miles. 

Furnished by feed¬ 
ers in 24 hours. 

Filtration, evapora¬ 
tion, and leakage, 
in 24 hours. 

[ 

Net available supply 
for 24 hours. 

Bequired for 100 
lockages per 24 
hours. 

Surplus water for 24 
hoprs. 



Cubic feet. 

Cubic feet. 

Cubic feet. 

Cubic feet. 

Cubic feet. 

Buffalo to Lockport, including 

31 

Extension of 

Made up by 

Lake Erie 

Not essential. 

Lake Erie. 

Lockport lockage. 


Lake Erie head. 

Lake Erie. 

head. 

to consider. 

t 


6° 

54 159 840 





Lockport'to Clyde. 

111 

54; 159, «40 

. 

33, 547, 500 

20, 612, 340 

5, 265, 000 

15, 347, 340' 

-» r . I ' 1 

20 

Supply from Ipv- 

5, 760, 000 




momezuraa 10 vui ............. 

els both ways. 




Port Byron and Jordan levels 

22 

28, 464, 480 

9, 480, 390 

18, 984, 090 

10, 481, 300 

8, 502, 790 

Gfeddes to Lodi lock, near Sy- 

3 

Supply from lev- 

864, 000 




racuse. 


els both ways. 





Long level, from near Syra- 

55 

38, 924, 640 

18, 209, 250 

20, 715, 390 

7, 897, 500 

12, 817, 890 

cuse to Utica. 







Utica to Albany. 

110 

69, 687, 360 

33, 340, 800 

36, 346, 560 

5, 536, 000 

30, 810, 560' 































132 


NAVIGATION OF THE MISSISSIPPI RIVER. 


GENERAL REMARKS. 

Schedules, comprising estimates in detail of several of the locks, are.attached to this 
report. The estimate for Fish Creek feeder is also appended. Amplification is avoided 
as much as possible, and, in furtherance of this principle, the details of locks, bridges, 
aqueducts, culverts, section-work, and other miscellaneous structures, which would 
unavoidably make this report unnecessarily voluminous, are excluded. 

COST OF TRANSPORTATION. 

Upon the vital point of this imorovement, the cost of transportation, it is noticeable 
that at the time the enlargement of the Erie Canal was authorized (May 11. 1835) the 
engineers who fixed the dimensions of the prism and size of the locks estimated that 
the enlargement would enable the carrier to reduce the cost of transportation fifty per 
cent. John B. Jarvis made a thorough investigation of the subject, and reduced it to 
a mathematical certainty. After a detailed statement, showing the progressive ad¬ 
vance of commerce on the Erie Canal, at various periods, with the relative cost of 
transportation, and the cost per ton per mile, on all the canals for a series of years, 
State Engineer Taylor, in his report upon the enlargement for gunboats, gives the fol¬ 
lowing result, which is a marked confirmation of J. B. Jarvis’s conclusions : 


Cost of transportation by old boats. 4.16 mills per ton per mile. 

Cost of transportation by existing boats. 2. 16 mills per ton per mile. 

Cost of transportation by proposed enlarged boats.. 1. 4 mills per ton par mile. 


equivalent to a reduction of 50 per cent, in the cost of transportation by enlarging 
the locks to 225 feet between hollow quoins, and increasing the width of chamber to 
26 feet at water-line. 

The boats now in use on the canal have superseded the old ones, and if the proposed 
enlarged locks are constructed, the large boats will in like manner supersede those 
now in use. Those now existing could not successfully compete with boats of over 
three times their tonnage. Hence, the increasing demands of commerce and the ad¬ 
vance of improvements will render the present boats inadequate, and the requirements 
of navigation will call for a commensurately-sized boat. 

Taking into consideration the various views expressed in the several statements I 
have quoted from the reports of the gentlemen who have been for many years and in 
many ways identified with the public works of the State of New York, and under 
whose directions special investigations were made in the year 1864 for the then con- 
trmplafced improvement of the Erie Canal, after having made a personal inspection 
of the most important localities on the line, and having made a thorough revision of 
the several proposed plans of location for the enlarged locks and other structures; 
.also, having given a great deal of consideration to the prevailing influences that from 
time to time have been directed to the improvement of this canal, it is incumbent on 
me to state that the propo'ed work should be planned with a view to a complete en¬ 
largement of all the locks and structures where required. 

In most instances one of the existing double locks should be enlarged, unless a new 
location be adopted for improving the line of canal. 

With regard to the estimates, I have relied, generally, upon the data afforded by the 
actual surveys and measurements furnished by the State engineers of 1863 and 1864, 
•carefully revising these data after examination of localities, and basing my prices upon 
those now paid for labor and materials. I have beeu associated with these State en¬ 
gineers for a number of years on the public works of that State, and should my opinion 
have any weight in this regard, I have no hesitation in saying that they are men of 
experience in their profession, whose statements are perfectly reliable. 

The estimates are made for locks and all other stone structures, built of well-dressed 
limestone, laid in hydraulic cement, and 1 should recommend each work of its class 
to be constructed of the best materials and workmanship. 

A work of such importance should be carried out in the most substantial manner, 
and there should be as little resort as possible to the use of wood for the principal 
aqueducts and bridges connected with this project. 

In closing these remarks, I would consider my task unfinished should I not give Mr. 
Martin King, assistant engineer, due credit for the valuable assistance I have received 
from him, and particularly for the “statement of water-supply,” and for preparing 
the chart, plans, and other drawings accompanying this report. 

Very respectfully, your obedient servant, 


OCTAVE BLANC, 

Assistant Engineer. . 


Maj. John M. Wilson, 

Corps of Engineers, Brevet Colonel, ZJ. S. A. 





NAVIGATION OF THE MISSISSIPPI RIVER 


133 


EASTERN DIVISION. 

Detailed estimate for enlarging one of the present locks. 


Items. 


Grubbing and clearing. 

Bailing and draining. 

Excavation of earth . 

Excavation of old lock-walls 

Embankment. 

Lining.. 

Puddling of earth. 

Loose stones.. 

Vertical wall, in cement_ 

Vertical wall, dry. 

Masonry in lock-walls. 

Concrete masonry . 

White-oak timber, &c. 

White-pine timber. 

Hemlock timber. 

Bearing-piles. 

Bearing-piles, driven. 

Wrought iron. 

Cast iron . 

Spikes and nails... 

Sulphur and sand cement ... 

Painting lock-gates.. 

Snubbing-posts. 


Deduct stone furnished 


Items. 


Grubbing and clearing. 

Bailing and draining.. 

Excavation of old lock-walls 
Excavation of blasted rock . 

Embankment. 

Lining. 

Puddling of earth. 

Slope-wall and pavement_ 

Loose stone. 

Vertical wall, in cement. 

Vertical wall, dry . 

Masonry in lock-walls. 

Concrete masonry...'. 

White-oak timber, &c. 

White pine. 

Hemlock timber. 

Wrought iron. 

Cast iron . 

Spikes and nails. 

Sulphur and sand cement.... 

Painting lock-gates^. 

Snubbing-posts. 


Deduct stone furnished 


Lock No. 6, 10 feet lift. 


.cubic yards 

.do... 

.do... 

.do... 

.do... 

.do... 

.do... 

.do... 

.do .. 

.do... 

feet, board-measure 

.. do... 

.do .. 

.linear feet 

.do... 

.pounds 

.do... 

.do... 

.per lock 


linear feet 


cubic yards 


.cubic yards 

..do... 

.do... 

.do... 

.do... 

.do... 

.do... 

.do... 

.do... 

.do .. 

.do... 

feet, board-measure 

.do... 

.do... 

.pounds 

.do... 

.do .. 

.per lock 

..do ... 

.linear feet 


cubic yards. 


Quantity. 

Price. 

Amount. 



$200 00 
2, 000 00 
1, 372 00 



4, 900 

$0 28 

1,263 

1 50 

1, 894 50 

3, 000 

28 

840 00 

1, 550 

50 

775 00 

400 

30 

120 00 

90 

1 50 

135 00 

120 

6 00 

720 00 

70 

3 00 

2L0 00 

2, 833 

13 00 

36, 829 00 

300 

5 00 

1,500 00 

34, 000 

60 00 

2, 040 00 

16, 500 

45 00 

742 50 

124, 700 

20 00 

2, 494 00 

12, 700 

15 

1, 905 00 

10, 000 

10 

1,000 00 

16,400 

12 

1, 968 00 
948 00 

11, 850 

8 

4, 000 

6 

240 00 

1 

100 00 

100 00 

1 

30 00 

30 00 

100 

60 

60 00 



58,123 00 

840 

6 00 

5,040 00 



53, 083 00 


Lock No. 38, 9£ feer lift. 

Quantity. 

Price. 

Amount. 

1 

$200 00 

$200 00 

1 

2, 500 00 

2, 500 00 

1,278 

1 50 

1,917 00 

9,100 

1 00 

9, 100 00 

2, 800 

28 

7t<4 00 

1, 600 

50 

800 00 

370 

30 

111 00 

30 

2 00 

60 00 

90 

1 50 

135 00 

120 

6 00 

720 00 

290 

3 00 

870 00 

2, 743 

13 00 

35, 659 00 

300 

5 00 

1, 500 00 

36, 000 

60 00 

2,160 00 

16, 400 

45 00 

738 00 

121,000 

20 00 

2,420 00 

16, 100 

12 

1, 932 00 
948 00 

11, 850 

8 

4, 000 

6 

240 00 

1 

105 00 

100 00 

1 

30 00 

30 00 

100 

60 

60 00 

62, 984 00 

860 

5 00 

5,160 00 

57, 824 00 


Summary estimate , eastern division. 


Lock No. 1, 15$ feet lift. $100, 432 00 

Lock No. 2, 9£ feet lift. 68,402 30 

Lock No. 3, lli feet lift. 61, 026 00 

Lock No. 4, lli feet lift. 60,425 00 

Lock No. 5, lOf feet lift. 52,964 00 

Lock No. 6, 10 feet lift. 63, 083 00 

Lock No. 7,10 feet lift. 53,19150 

Lock No. 8,10 feet lift. 56,617 00 
















































































134 


NAVIGATION OF THE MISSISSIPPI RIVER, 


Lock No. 9, 10 feet lift. $59, 320 00 

Lock No. 10, 10 feet lift.. 53,159 00 

Lock No. 11, 10 feet lift. 55,763 00 

Lock No. 12, 10 feet lift. 57, 079 00 

Lock No. 13, 10 feet lift. 51,560 00 

Lock No. 14, 10 feet lift. 50, 021 00 

Lock No. 15, 10 feet lift. 52,662 50 

Lock No. 16, 10 feet lift. 55,922 00 

Lock No. 17, 10 feet lift. 52,798 50 

Lock No. 18, 10i feet lift. 61, 068 50 

Lock No. 19, 8i feet lift. 47,170 50 

Lock No. 20, 10 feet lift. 54, 471 25 

Lock No. 21, 11^ feet lift. 59, 810 75 

Lock No. 22, lli feet lift.... 54,176 00 

Lock No. 23, 8 feet lift. 51,306 00 

Lock No. 24, 8 feet lift. 50,212 75 

Lock No. 25, 8 feet lift. 50,698 00 

Lock No. 26, 8 feet lift. 49,767 00 

Lock No. 27, 8 feet lift. 46,521 50 

Lock No. 28, 8 feet lift. 50,644 50 

Lock No. 29, 7i feet lift. 42,585 00 

Li ck No. 30, 10i feet lift.... 51, 689 50 

Lock No. 31, 6 feet lift. 43,915 00 

Lock No. 32, 8 feet lift. 47,995 00 

Lock No. 33, 6 feet lift. 43,052 50 

Lock No. 34, 8 feet lift. 47,674 00 

Lock No. 35, 8 feet lift. 47,429 50 

Lock No. 36, 10 feet lift. 50,003 50 

Lock No. 37, 10 feet lift. 61,798 00 

Lock No. 38, 9i feet lift... 57,824 00 

Lock No. 39, 10i feet lift... 57, 449 00 

Lock No. 40, 8 feet lift. 46,308 00 

Lock No. 41, 8 feet lift.... 45,521 00 

Lock No. 42, 8 feet lift.. 51,118 50 

Lock No. 43, 8 feet lift. 51,110 50 

Lock No. 44, 10i feet lift. 54, 945 50 

Lock No. 45, 10i feet lift. 52, 836 75 

Lock No. 46, 3 feet lift. 42,015 50 

Upper lock at West Troy, 11 feet lift ..... 82,163 50 

Lower lock at West Troy, 13 feet lift. 92, 664 00 


Enlarged aqueducts: 

Schoharie aqueduct. 32,726 00 

Pnlmer’s Creek aqueduct. 7,082 00 

Myers’s Creek aqueduct. 8, 240 00 

Lower Mohawk aqueduct. 60,215 00 

Upper Mohawk aqueduct. 30, 815 00 


Bridges: 

Bridge over lock No. 1. 8,134 50 

Bridge at foot of lock No. 22 . 3, 021 50 

Bridge at foot of lock No. 27. 1, 974 75 

Bridge at foot of lock No. 30 . 5, 830 00 

Bridge at foot of lock No. 46 . 2,743 00 

Change-bridge head of upper side-cut lock. 3,909 00 

Change-bridge head of lower side-cut lock. 3, 377 50 

Change-biidge foot of lower side-cut lock. 2,243 00 


Culverts: 

Lengthening culverts.. 1,599 00 


Removal of bench-walls: 

Excavation of earth slope-wall, and slope-wall rebuilt... 552, 000 00 

Enlarging canal at various points. 9,925 00 

_ . , - 561,925 00 

Deepening canal one foot. 626,500 00 

- 626,500 00 


4,000,706 05 

































































NAVIGATION OF THE MISSISSIPPI RIVER 


135 


Summary estimate for enlarging one of the presen t locks, eastern division. 


Locks Nos. 1 to 46. inclusive, and two locks at West Troy. 

Enlarging aqueducts. 

Bridges... 

Culverts. 

Removal of bench-walls, &c. 

Enlarging canal at various points. 

Deepening canal one foot. 


9*2, 640, 370 80 
139,078 00 
31, 233 25 
1,599 00 
552,000 00 
9,925 00 
626,500 00 


Add 10 per cent, for engineering and contingencies. 400, 070 60 

Land damages and removal of buildings. 85,000 00 


$4,000,706 05 
485,070 60 


4, 485,776 65 

MIDDLE DIVISION. 


Estimates for enlarging one of the present locks. 


Lock No. 47, 10£ feet lift. $66, 927 00 

Lock No. 48, 10£ feet lift. 64.849 00 

Lock No. 49, 6 feet life. 55,546 00 

Lock No. 50, 6H feet lift...'. 55, 595 00 

Lock No. 51, 5-J feet lift... 53,571 00 

Lock No. 52, 11 feet lift. 71, 000 00 

- | 367> 4H8 00 

Removing bench-walls. 158, 000 00 

Bridge at lock No. 49 . 7,343 00 

Deepening canal one foot. 210,141 00 

- 375,484 00 


742,972 00 

Add 10 per cent, for engineering and contingencies. 74, 297 20 


817,269 20 

WESTERN DIVISION. 

Detailed estimate for enlarging one of present locks. 


Items. 


Grubbing and clearing. 

Bailing and draining... 

Eirth excavation.,..cubic yards 

Rock excavation. do — 

Excavation of old lock-walls.do- 

Embankment.,.do- 

Paddling.do- 

Lining.do — 

Slope-wall .do — 

Rubble-wall, in cement.do — 

Loose atone .,.do- 

Masonry in lock-walls.do — 

Concrete. do — 

Oak.feet, board measure 

Pine. do- 

Hemlock.do- 

Wrought iron.pounds. 

Cast iron.do- 

Spikes.do- 

Sulphur, sand, and cement.per lock. 

Painting lock-gates. do — 

Snubbiug-posts.linear feet. 


Less 870 cubic yards stone in locks, at $6 per cubic yard. 


Lock No. 61, 7 feet lift. 


Quantity. 


9, 000 
700 

1, 250 

2, 000 
2, 200 
1, 200 

250 
200 
400 
2,320 
300 
31, 200 
12, 000 
94, 000 
11,400 
7, 900 
3, 000 
1 
1 

100 


Price. 


$0 28 
1 00 

1 50 
28 
30 
50 

2 00 
6 00 
1 50 

13 00 
5 00 
60 00 
45 00 
20 00 
12 
8 
6 


60 


Amount. 


$100 00 
3, OHO 00 
2, 520 00 
700 00 
1,875 00 
560 00 
660 00 
600 00 
500 00 
1, 200 00 
600 00 
30, 160 00 
1, 500 00 
1, 872 00 
540 00 
1, 880 00 
1, 368 00 
632 00 
180 00 
100 00 
30 00 
60 00 


50, 637 00 
5, 22 J 0.) 


45,417 00 































































136 


NAVIGATION OF THE MISSISSIPPI RIVER 


Detailed estimate of combined locks at Lockport. 


Items. 


Grubbing and clearing. 

Bailing and draining... 

Earth excavation. 

Embankment... 

Lini' g . 

Puddling. 

Slope-wall. 

Loose stone. 

Pavement of quarried stones, grouted 

Bubble wall, in cement. 

Masonry in lock-walls.. 

Masonry in culverts and wells. 

Concrete masonry. 

Wlnte-oak timber. 

White-pine timber. 

Hemlock timber. 

Wrought iron... 

Oast iron . 

Spikes and nails. 

Lead. 

Painting. .. 

Sulphur and sand cement. 

Snubbing-posts. 

Total. 


Two combined locks on new line 
at Lockville, each 12 feet lift. 


Quantity. 


Price. 


Amount. 


cubic yards 

.do... 

.do... 

.do... 

.do... 

.do... 

.do... 

.do... 

.do... 

.do... 

..do... 


71,000 
40, 000 
12, 000 
12, 000 
3, 700 
400 
320 
900 
7, 840 
800 
600 


feet, board measure 

.do... 

.do... 

.pounds 

.do... 

. do... 

.do. . . 


62, 000 
39, 000 
473, 000 
19, 000 
16, 400 
8, 000 
400 


per structure 

do 


$100 

2, 000 


2 

1 

3 

6 

13 

13 

5 

60 

45 

20 


60 

200 


linear feet 


200 


00 

$100 00 

00 

2, 000 00 

28 

19,880 00 

28 

11,200 00 

50 

6,000 00 

30 

3,600 00 

00 

7, 400 00 

50 

600 00 

00 

960 00 

00 

5, 400 00 

00 

101, 920 00 

00 

10,400 00 

00 

3,000 00 

00 

3, 720 00 

00 

1,755 00 

00 

9, 460 00 

12 

2,280 00 

8 

1,312 00 

6 

480 00 

12 

48 00 

00 

60 00 

00 

200 00 

60 

120 00 


191,895 00 


Detailed estimate of combined locks at Lockville. 


Items. 


Grubbing and clearing.. 

Bailing and draining. 

Earth excavation. 

Bock excavation. 

Excavation of old cement walls. 

Embankment. 

Puddling. 

Lining. 

Loose stone . . 

Pavement of quarried stone, grouted 

Bubble wall, laid dry. 

Bubble wall, in cement. 

Masonry in lock-walls. 

Masonry in concrete. 

White-oak timber. 

Wlibe-pine timber. 

Hemlock timber. 

Wrought iron.. 

Cast iron. 

Spikes and nails... 

Lead. 

Painting.. 

Sulphur and sand cement. 

Bearing and protecting piles. 

Snubbing-posts (stone). 

Iron railing.. 

Total. 


Three combined locks, Nos. 67-71, 
each 18 6-10 feet lift, at Lockport. 


Quantity. 


Price. 


Amount. 


.cubic yards. 

.do .. 

.do... 

.do... 

.do- 

. do_ 

.do.... 

.do_ 

.do_ 

. do... 

..do.*... 

.do- 

feet, board measure 

.do- 

.do... 

. pounds 

.do_ 

.do_ 

.do_ 


25, 000 

30, 000 
2, 000 
8, 000 
4,000 
4. 000 
1, 000 

200 
1,200 
740 
20, 700 
1,500 
80, 000 
50, 000 
500, 000 

31, 000 
28,000 
15, 000 

1,800 


per structure 


do 


$450 
5, 000 


1 

1 


1 

3 

3 

6 

13 

5 

60 

45 

20 


100 

150 


.linear feet 

. do... 

.do_ 


21, 000 

300 1 

580 7 


00 

$450 00 

00 

5, 000 On 

28 

7, 000 00 

00 

30, i 00 00 

50 

3, 000 00 

28 

2,240 00 

30 

1,200 00 

50 

2,000 00 

50 

1,500 00 

00 

600 00 

00 

3, 600 00 

00 

4, 440 00 

00 

269, 100 00 

00 

7, 500 00 

00 

4, 800 00 

00 

2, 250 00 

00 

10,000 00 

12 

3, 720 00 

8 

2, 240 00 

6 

900 00 

12 

216 00 

00 

100 00 

00 

150 00 

25 

5, 250 00 

50 

450 00 

00 

4, 060 00 


371, 766 00 


Estimate for enlarging present locks, and constructing new tier at Lockport and cut-off at 

Lockville. 


Lock No. 53, 5 feet lift.$56,109 00 

Lock No. 54, 7| feet lift. 58, 002 00 

Lock No. 55, 6 feet lift. 58, 593 00 

Lock No. 56, 10 feet lift. 66, 982 00 

Locks No. 57-59, two locks, each 12 feet lift. 191,895 00 

Lock No. 60, 10 feet lift. 67, 482 00 





















































































NAVIGATION OF THE MISSISSIPPI RIVER. 


137 


Lock No. 61, 7 feet lift. $45, 417 00 

Lock No. 62, 9 feet lift. 53 , 475 00 

Lock No. 63, 9 feet lift. 51,226 00 

Lock No. 64, 10 feet lift. 65*598 00 

Lock No. 65, 10 feet lift. 61^451 00 

Lock No. 66 , 9 feet lift. 64* 288 00 

Locks No. 67-71, three combined, each 18ft feet lift. 371,766 00 

Sulphur-spring guard-lock. 48,627 00 

River-lock at Tonawanda. 80,411 00 

Black Rock guard-lock. 53,145 00 

Ship-lock at Black Rock. 19,386 00 


New culvert at Lockville, and culvert and race at Lockport. 50, 579 00 

Enlarging aqueduct. 63,945 00 

Bridges. 58, 000 00 

New tow-paths... 13,000 00 


Deepening canal one foot 


$1,413,853 00 


184,524 00 
524,000 00 


2,122,977 00 

SUMMARY OF WESTERN DIVISION. 


Enlarging one tier of present locks and new locks at Lockport and Lockville. 


Locks. $1,413,853 00 

Culverts and race.. 50,579 00 

Aqueducts. 62, 945 00 

Bridges. 58,000 00 

Tow-paths. 13,000 00 

Deepening canal from Wayne County line to Lockport, 
and improving channel between Biack Rock and Buf¬ 
falo . 524,600 00 


Add 10 per cent, for engineering and contingencies. 212,297 70 

Land damages and removal of buildings. 105,000 00 


$2,122,977 00 
317,297 70 


2,440,274 70 

EASTERN DIVISION. 


Detailed estimate of Fish Creek feeder', Erie Canal. 


Items. 


Section-work. 


Quantities. 


Price. 


Amount. 


Total 

amount. 


Grubbing and clearing 
Bailing and draining .. 
Excavation of earth ... 
Excavation of rock.... 

Embankment. 

Lining... 

Puddling earth. 

Slope-wall. 

Vertical wall in cement 

Vertical wall, dry. 

Hemlock timber. 


..'...miles. 

.do_ 

..cubic yards. 

.do_ 

.do_ 

.do_ 

.do- 

.do_ 

.do_ 

.do- 

feet, board-measure. 


Mechanical structures. 


11 

II 

920, 000 
1, 000 
610, 000 
5, 000 
3, 000 
2, 000 
200 
800 

20, 000 


$400 00 
100 00 
20 
1 00 
25 
50 
30 
2 00 
5 00 
3 00 
20 00 


$4,400 00 
1,100 00 
184, 000 00 
1,000 00 
152, 500 00 
2, 500 00 
900 00 
4, 000 00 
1, 000 00 
2, 400 00 
400 00 


$354, 200 00 


Box-culverts. 

Extension of railroad-culvert 

Railroad-viaduct . 

Culvert at Station 386 . 

East Branch aqueduct. 

Wood Creek aqueduct. 

Canada Creek aqueduct 

Dam across West Branch- 

Dam across East Branch. 

Culvert at Beaver Creek. 

Bridges. 

Drop into canal. 


9 1, 


25 


620 00 


202 00 


14, 580 00 
5, 857 00 
939 00 

2, 2n0 00 
19, 500 00 

7, 500 00 

4, 500 00 
7, 500 00 

3, 750 00 
2, 700 00 

5, 050 00 
1, 950 00 


76, 076 00 


430, 276 00 


Total 



































































138 


NAVIGATION OF THE MISSISSIPPI RIVER. 


GENERAL SUMMARY. 


Estimate for enlarging one tier of present locks with new locks at Lockport and Lockville, and 

deepening canal one foot. 


Eastern division.. 
Middle division.. 
Western division. 
Fish Creek feeder 


$4,485,776 65 
817,269 20 
2,440,274 70 
430,276 00 


Total 


8,173, 596 55 


ONEIDA SHIP-CANAL ROUTE. 

REPORT OF JAMES S. LAWRENCE, ASSISTANT ENGINEER. 

United States Engineer Office, 

Osivego, N. T., December 20, 1874. 

Colonel: In accordance with instructions contained in your letters of the 3d and 
7th of August last, directing me to make a reconnaissance of the line of the proposed 
Oneida ship-canal, and to prepare an estimate of the cost of its construction, I have 
the honor to submit the following report, with estimates for the same: 

REPORT. 

The greater portions of the months of August and September were employed in mak¬ 
ing examinations of the route and obtaining data for an estimate for the construction 
of the Oneida ship-canal. 

I obtained much valuable information at the office of the State engineer at Albany, 
and also from the division and resident engineers at Syracuse and Fulton ; but after 
the expenditure of much time in the search for information, I found it necessary to put 
parties into the field to make measurements aud cross-sections along the Oswego and 
Erie Canals, without which I could not have made a reliable estimate of the cost of 
the work. For that portion of the line from Oswego to Oneida Lake, Mr. M S. Kim¬ 
ball, of Fulton, the resident engineer in charge of the Oswego Canal, supplied me with 
valuable information, maps, profiles, and papers. 

For that portion of the Erie Canal between Durhamville and Albany and the Oneida 
Canal, now under construction from Durhamville to Oneida Lake, much valuable in¬ 
formation, together with plans, maps, and profiles, was obtained from the offices of the 
division engineer at Syracuse and the State engineer at Albany. 

I am also indebted to Mr. Martin King, assistant engineer, for his valuable assistance 
in the preparation of that part of the estimate relating to the water-supply, calcula¬ 
tions of quantities in the enlargement of aqueducts, and for the making of maps and 
plans accompanying this report. 

To Mr. W. P. Judson, assistant engineer, I arq also indebted for valuable assistance 
in making surveys of the catfal at Cohoes and Albany, aud estimates of the work to be 
done at those places; also for the calculations of quantities required in the enlarge¬ 
ment and rebuilding of culverts, waste-weirs, &c. 

Valuable information has been obtained from the State engineer’s annual reports, 
especially that of 1864, on the enlargement of the locks and canals for the passage of- 
gunboats. 

The distance from Oswego to Albany by the shortest line is 200.447 miles. By taking 
the Oswego aud Oneida River line a saving of about a million dollars may be made, 
but the distance would be increased to 207.935 miles. The shortest line is therefore 
recommended. * 

The prism of the proposed canal is 140 feet at the surface of water, 120 feet at the 
bottom, and 10 feet deep. 

The locks are 185 feet long, 29 feet wide, and 9 feet of water on the miter-sill. 

Tbe ascent from Lake Ontario (Oswego) to the summit-level at Durhamville is. 181. 81 


Descent from Durhamville to Albany. 426. 96 

Total lockage, ascending and descending. 608.77 


The canal is to be constructed on the line of the Oswego Canal and slack-water navi¬ 
gation by widening and deepening the canal to the required dimensions, and dredging 
and improving the reaches of slack-water navigation to Brandy Brook culvert, one^ 
half mile below Phoenix and 20.5 miles from Oswego. 












NAVIGATION OF THE MISSISSIPPI RIVER. 


139 


From Brandy Brook culvert a short cut is taken to a bend in the Oneida River, at 
Peter Scott’s swamp, a distance of ‘2.763 miles; from thence along the Oneida River, 
for a distance of 8.005 miles (which is to be dredged and improved where required), to 
a point near the mouth of Black Creek; thence by another short-cut line, 2.1*25 miles, 
to a point in the Oneida River near Brewerton; and from thence along the river to 
Oneida Lake, a distance of 1.253 miles. 

From Brewerton the navigation will be continued through the Oneida Lake, 21.339 
miles, to the Oneida Canal (which will be enlarged to the size required), a distance of 
5.082 miles, to its junction with the Erie Canal at Durhamville, 61.067 miles from 
Oswego. 

Durhamville, at the junction of the Oneida and Erie Canals, is situated nearly mid¬ 
way of the Rome, or long, level, which will be the summit-level of the proposed Oneida 
ship-canal. 

From Durhamville to Little Falls the enlargement can be made at a moderate out¬ 
lay, there being no difficult or costly work to be done; but at Little Falls much ex¬ 
pensive work occurs, involving the removal of a large amount of solid work to obtain 
the required width of canal. 

From Little Falls to the Upper Mohawk aqueduct the work is of the ordinary kind, 
and not of an expensive character; but at the lower end of the aqueduct, and near 
locks 22 and 23, heavy rock-cutting occurs, and continues for a considerable distance 
eastward. 

A large amount of slopo-wall will be necessary to protect the embankment from the 
wash of the Mohawk River, between the Upper and Lower Mohawk aqueducts ; and a 
large amount of slate-rock must be removed in widening and deepening the canal. 

At Cohoes slate-rock occurs, and a large amount must be removed to give the neces¬ 
sary width of canal at this place. 

From Troy to Albany more slate-rock occurs, and a large amount must be removed. 

A large amount of vertical wall must be built, and a channel dredged through the 
Albany Basin to lock No. 1. 

LOCKS. 

The locks are to be built in the best manner, of cut stone, and similar to the best- 
built locks on the Erie Canal. 

AQUEDUCTS. 

The Schoharie Creek aqueduct and Upper and Lower Mohawk aqueducts will be 
enlarged to 70 feet width of water-way, the piers and abutments extended, and an 
entire new trunk built for each. The smaller aqueduct will be enlarged to the width 
of the canal, the piers and abutments extended, and an entire new trunk built for 
each. 

BRIDGES. 

One new abutment is estimated for each bridge, and new superstructure for all, as 
the length of the new ones will be twice that of the present ones. 

CULVERTS. 

When the arch of the culvert is three feet or more bejow the present canal, it will 
be extended to the required length for the new canal; but where the crown of the 
arch would be above the bottom, it will be taken down and rebuilt of the required size. 

WASTE-WEIRS 

Will be rebuilt, and the valves and iron-work used in the new structures when found 
to be % suitable. 

VERTICAL AND SLOPE WALL. 

Vertical wall will be built through cities and villages, and slope-wall on all other 
portions of the canal, except through rock-cuttings, where no protection to the sides 
of the canal will be required. 

FISH* CREEK FEEDER. 

The quantities upon which this feeder is estimated were taken from the report of the 
New York State engineer for 1864. 

WATER-SUPPLY. 

In making this estimate, one hundred lockages per day have been determined on as 
sufficient for the present and prospective trade for some years to come, and it is gen¬ 
erally admitted that in the ordinary course of trade two lockages will pass three boats. 
Provision will therefore be made for the passage each day of 150 boats, each boat hav¬ 
ing a capacity of 28,000 bushels of wheat when towed, and 25,000 bushels in boats or 


140 


NAVIGATION OF THE MISSISSIPPI RIVER. 


barges when propelled by steam; and should the increase of trade on this canal de¬ 
mand it, there is ample means for an enlarged supply of water for its accommodation. 

Commencing with the long level of the Erie Canal, between lock No. 46, at Utica, 
and lock No. 47 at Syracuse, which is 55.72 miles long, and will, when the prism of that 
portion between Durhamville and Utica is enlarged, contain 263,316,900 cubic feet of 
water, and will require 5.311 days to fill it, the supply for which will be obtained from 
the following feeders: 


FEEDERS. 

Cubic feet 
per minute. 


Butternut Creek, by the Orville feeder, for the season. 500 

DeRuyter reservoir, through Limestone Creek, 38,891 cubic feet per minute 
for 100 days; Limestone Creek, separate, 500 cubic feet per minute for 100 

days; for the season . 2,195 

Erieville reservoir, 2,130 cubic feet per minute for 100 days; Chittenango 

feeder, 250 cubic feet per minute for 100 days; for the season. 1, 263 

Cazenovia Lake reservoir, 3,115 for iOOdays; for the season. 1,507 

Cowaselon Creek feeder. 320 

Oneida Creek feeder. 1,500 

Delta feeder, through Black River Canal. 1,294 

Wood Creek, at Rome. 125 

Mohawk feeder.<... 11, 766 

Butt’s Creek feeder, 2£ miles east of Rome.-. 1, 400 

Oriskany Creek feeder. 4,561 

Jamesville reservoir, for 60 days, 2,000 cubic feet, per season. 600 


Being 38,924,640 cubic feafi in 24 hours. 27, 031 

Proposed Fish Creek feeder. 7,400 

Being 49,580, 640, cubic feet in 24 hours.... 34, 431 


Summit-level, between Syracuse and Utica. 

The locks at the ends of the long level have a lift of 11 feet and 3 feet respectively. 

Cubic feet' 

The lockage, therefore, for 100 boats, per day, is 185’ X 29' X 14'. 7, 511, 000 

Leakage, estimated at 30 per cent, of lockage. 2,253,300 

Filtration and evaporation on the enlarged canal: From Utica to Durham¬ 
ville is 29.82 miles, and from Durhamville to Oneida Lake 5.08 miles : 

equal to 34.09 miles, at 3.80 cubic feet per mile per minute.19, 097,280 

From Durhamville to Syracuse, being that portion of the long level which is 

not to be enlarged, 26.62 miles X 200 cubic feet per mile per minute. 7, 666, 560 

Leakage and waste at two aqueducts. 164, 800 


Total daily supply required.36, 692, 940 

Total daily supply of water.49,580,640 

Total daily supply required.36, 692, 940 


Surplus daily 


12,887,700 


From lock 46, at Utica, to lock 34, east of Little Falls, a distance of 31.03 miles, the- 
canal is supplied by two feeders, and the lockage and leakage from the summit-level 
at Utica are as follows: 


One-half of .the surplus from the summit-level for 24 hours. 

From one hundred lockages, 185 X 29 X 3=1,609,500 ) - 0 . . 

Leakage of locks, 30 per cent.482, 850 $ tor hours.--- 

Ilion feeder. 800 { 1Q AAO , . * . . . 

Mohawk ieeder, at Little Falls.12,643 $ 13, 443 cubic feet per minute 


Cubic feet 
6. 443, 850 

2,092, 350 
19,357,920 


Total daily supply. 

The water required for this portion of the canal is for one hun¬ 
dred lockages, 185 X 29 x 9, equals. 4,828,500 } 

Leakage of locks, 30 per cent. 1,448,550 \ 

Filtration and evaporation, 31.03 miles X 380 cubic feet per mile per minute 
Leakage and waste at five aqueducts.>.. 


27,894,120 

6,277,050 

16,979, 616 
276, 000 


Total required 


23,532,666 














































NAVIGATION OF THE MISSISSIPPI RIVER. 


141 


Cubic feet. 

Total daily supply... 27,894,120 

Total daily supply required. 23,532,666 


Surplus. 4,361,454 


From lock 34, east of Little Falls, to lock 28, east of Schoharie Creek 


feeder, 30.47 miles, the supply is— 

Cubic feet 
per day. 

Lockage and leakage from the upper level. 6,277,050 

Surplus water from the upper level.. 4, 361, 454 


Rocky Rift feeder.10, 602 > . n<> ,. - . . , n . 

Schoharie Creek feeder. 6, 800 5 17 » 402 cubic feet per minute 25,058,880 


Total daily supply. 

Required for one hundred lockages, 185 X 29 X 10| = 5,633.250 ) , 

Leakage of locks, 30 per cent. 1,689,975 S per aay * 

Filtration and evaporation, 30.47 miles X 380 cubic feet per mile per minute 
Leakage and waste at five aqueducts... 


35,697,384 

7,323,225 

16,673,184 
968, 800 


Total required. 24,965,209 

Total daily supply. 35, 697, 384 

Total daily supply required. 24,965,209 


Surplus. 10,732,175 

From lock 28, east of Schoharie Creek feeder, to lock 19, 29.817 miles, 


the supply is: 

Cubic feet 
per day. 

Lockage and leakage from the upper level. 7,323,225 

Surplus water from the upper level. ... 10,732,175 

Rexford feeder, 10,979 cubic feet per minute. 15,809,760 


Total daily supply... 33, 865,160 


Required for 100 lockages, 185 X 29 X 11^ = 6,169,750 ? a non 

Leakage of locks, 30 per cent.1,850,925 5. ’ ’ 

Filtration and evaporation, 29.817 miles X 380 c. f. per mile per minute .. 16, 315, 862 

Leakage and waste at four aqueducts. 736, 000 


25,072,537 


Total daily supply. 33,865, 160 

Total daily supply required. 25, 072,537 

Surplus. 8,792, 623 


From lock 19, west of Cohoes, to lock 3, at Troy, 12.162 miles, the sup¬ 
ply is: 

Lockage and leakage from the upper level.. 8, 020,675 

Surplus water from the upper level. 8,792,623 

Total daily supply. 16,813,298 

Required for 100 lockages, 185 X 29 X 11^-=6,035,625 ) 

Leakage of locks, 30 per cent.1,810,687 ) . 

Filtration and evaporation, 12.162 miles X 380 c. f. per mile per minute 
Leakage and waste at one aqueduct. 


7,846,312 

6,665, 046 
904,000 


Total required. 15,405,358 

Total daily supply. 16,813,298 

Total daily supply required. 15,405,358 


1,407,940 


Surplus 

























































142 


NAVIGATION OF THE MISSISSIPPI RIVER. 


Cubic feet 
per day. 

From lock 3, West Troy, to lock 1, at Albany Basin, 6.487 miles, the 


supply is: 

Lockage and leakage from the upper level. 7, 846, 312 

Surplus water from the upper level. . 1,407 940 

From the Mohawk River, by the Champlain Canal, at its junction with 

the Erie Canal, 6,570 cubic feet per minute. 9, 460 800 


Total daily supply. 18,715 052 


Required for 100 lockages, 185 X 29 X 15£ = 8 , 315, 750 ) 

Leakage 30 per cent.2, 494, 725 $. 

Filtration and evaporation, 6,487 miles X 380 c. f. per mile per minute- 


10, 810, 475 
3, 549, 686 


Total required. 14, 360,161 

Total daily supply. 18,715, 052 

Total daily supply required.— 14, 360,161 


Surplus 


4, 354, 891 


Daily water supply and demand from Durhamville to Albany. 



Supply. 

Demand. 

Surplus. 

Summit-level to Utica, lock 46.. 

From Utica, lock 46 to lock 34. 

From lock 34 to lock 28. 

From lock 28 to lock 19... 

49, 580, 640 
27, 894, 120 
35, 697, 384 
33, 865,160 
16, 813, 298 
18, 715, 052 

36, 692, 940 
23. 532, 661 
24 965, 209 
25. 072, 537 
15, 405, 358 
14, 360,161 

12, 887, 700 
4, 361, 454 
10, 732,175 
8, 792, 623 
1, 407, 940 
4, 354, 891 

From lock 19 to lock 3... 

From lock 3 to lock 1, Albany. 


ESTIMATED COST OF THE ONEIDA SHIP-CANAL. 


From Oswego to Durhamville by the river line. 

For excavation of earth and rock, embankment, slope 
and vertical wall, culverts, bridges, aqueducts, waste- 

weirs, and towing-paths. $2, 357, 559 50 

Locks on the Oswego Canal, Oneida River, and Oneida 
Canal.... 1,741,611 00 


4,099,210 50 


Ten per cent, for engineering and contingencies. 409,921 05 

Land damages. 452, 320 50 


From Durhamville to Albany. 
Excavation of earth and rock, embankment, slope and 
vertical wall, culverts, bridges, aqueducts, waste-weirs, 


and towiug-paths...$12,203,607 00 

Locks, including side-cut locks at Troy. 3, 078, 668 00 

Protection-walls on the Mohawk River. 183, 309 00 


$4,961,452 05 


Ten per cent. for. engineering and contingencies 

Fish Creek feeder. 

Laud damages. 


15,465,584 00 
1,546,558 40 
430,276 00 
1,847,842 00 


19,290,260 40 


24,251,712 45 

From Oswego to Durhamville by the cross-cut line. 

For excavation of earth and rock, embankment, slope 
and vertical wad, culverts, bridges, aqueducts, waste- 

weirs, and towing-paths. $3,282,257 50 

Locks on the Oswego Canal, Oneida River, and the 

Oneida Canal. 1,741,61100 


5,023,868 50 

Ten per cent, for engineering and contingencies. 502, 386 85 

Land damages. 397,341 50 

-$5,923,596 85 
























































NAVIGATION OF THE MISSISSIPPI RIVER. 


143 


From Durhamville to Albany. 

Excavation of earth and rock, embankment, slope and 
vertical wall, culverts, bridges, aqueducts, waste-weirs, 

and towing-paths. $12,203,607 00 

Locks, including side-cut locks at Troy. 3, 078, 668 00 

Protection-wall on the Mohawk River... 183, 309 00 


15,465,584 00 

ten per cent, for engineering and contingencies. 1, 546,558 40 

Fish Creek feeder. 430, 276 00 

Land damages.1,8471 842 00 

-$19,290,260 40 


25,213,857 25 


♦ 

Distance in 
miles. 

Total water- 
supply for 
24 hours. 

Filtration and 
evaporation 
for 24 hours. 

Lockage for 

100 boats for 

24 hours. 

Lockage and 

waste for 24 

hours. 

Navigation re¬ 

quirements 
for 24 hours. 

Surplus for 24 

hours. 

Syracuse to Durhamville. 

26. 62 

29. 811 
31. 030 

30. 471 
29. 627 

Cubic feet 

Cub c feet. 

Cubic feet 

Cubic feet. 

Cubic feet. 

Cubic feet. 

Durhamville to Utica. 

49, 580, 640 
27, 894,120 
35, 697, 384 
33, 865,160 
16, 813, 398 
18, 715, 052 

Abundant 

26, 763, 840 
16, 979, 616 
16, 673,184 
16, 315, 862 
6, 655, 046 
3, 549, 686 

7, 511, 000 

4, 828, 500 

5, 633, 250 
6,169, 750 

6, 035, 625 

8, 315, 750 

2, 418,100 

1, 724, 550 

2, 658, 775 
2, 586, 925 
2, 714, 687 
2, 494, 725 

36, 692, 940 

23, 532, 660 

24, 965, 209 

25, 072, 537 
15, 405, 358 
14, 360,161 

12, 887, 700 
4, 361, 454 
10, 732, 175 
8, 792, 623 
1, 407, 940 
4, 354, 891 

Lock 46 to lock 34. 

Lock 34 to lock 28. 

Lock 28 to lock 19.. 

Lock 19 to lock 3. 

Lock 3 to lock 1. 

12.162 
6. 279 

61. 067 

Oneida Lake, Oneida River, and 
Oswego Canal. 








By reference to the tabular statement, it will be seen that the smaller surpluses of 
water occur between locks 46 at Utica and 34 east of Little Falls, and lock 19 west of 
Cohoes and lock 3 at West Troy. 

As the proposed canal will be 3 feet deeper than the Erie Canal, the quantity may be 
increased by widening and deepening the present feeders, or by the construction of 
one or more of those proposed by Mr. C. A. Olmsted, civil engineer, in his report to the 
canal commissioners in 1871, and shown on the map of feeders and reservoirs attached 
to his report, a copy of which is herewith sent. 

The quantity of water required for lockage is estimated on the capacity of each lock, 
and no allowance made for displacement of water by the boat when in the locks ; there 
will be a saving of lockage-water in proportion to the draught of the boat, the heaviest 
laden boat requiring the smallest amount of water. 

Only one-balf of the supply of water to the summit-level being used eastward, there 
remains for the trade westward, and by the Oneida Canal to the lake, 6,443,850 cubic 
feet per day, after providing for one hundred lockages per day, loss by leakage, evapo¬ 
ration and filtration on the summit-level, and the canal to Oneida Lake, thus showing 
that an abundant supply may be obtained for the enlarged canal by adding to the 
present supply the quantity to be obtained from the Fish Creek feeder, which is pro¬ 
vided for in this estimate. A map of the country around Fish Creek, showing the 
location of the feeder, will accompany this report. 

Referring again to the report and map of Mr. C. A. Olmsted, civil engineer, it will 
be seen that additional supplies for the summit-level may be obtained at a moderate 
outlay, when the increase of trade shall require them. 

The Oswego River portion of the route is abundantly supplied, as it receives the 
water of the Oneida Lake country by the Oneida River, and the water from a long 
chain of lakes by the Seneca River, which, meeting at three river points, form the 
Oswego River, and from thence give an abundant supply for the enlarged canal to its 
junction with Lake Ontario at Oswego. 

Respectfully submitted, by your obedient servant, 

JAMES S. LAWRENCE, 

Assistant Engineer. 

Major John M. Wilson, 

Corps of Engineers , Bvt. Col. U. S. A. 






































144 


NAVIGATION OF THE MISSISSIPPI RIVER 


ONEIDA SHIP-CANAL—CROSS-CUT LINE. 

Estimate for section-ivorJc from Oswego to Durhamville. 


Quantities and items. 


From Oswego lower bridge to lock 18: 
8,338 cubic yards rock-excavation 


per cu. yd. 


Price. 


$2 50 


Amount. 


$20, 845 00 


From lock 18 to lock 17: 

8.200 cubic yards earth-excavation.per cu. yd.. 

3,150 cubic yards rock-excavation.do... 

4,060 cubic yards old vertical wall.do_ 

10.270 cubic yards vertical wall to be built.do_ 

290 cubic yards removing one pier of Utior-street bridge.. .do- 

290 cubic "yards rebuilding pier of bridge.do- 

Altering span of bridge.1.. 

565 cubic yards masonry, 3-arch culvert.per cu. yd.. 

From lock 17 to Oswego dam : 

28.200 cubic yards earth-excavation..per cu. yd.. 

5,220 cubic yards old vertical wall.do_ 

23.420 cubic yards vertical wall to be built.do_ 

Weigb-lock to be removed.. 

560 cubic yards masonry in a 3-arch culvert .per cu. yd.. 

294 cubic yards masonry in abutments of bridge. do ... 

140 linear feet bridge superstructure.per lin. ft.. 

294 cubic yards masonry on bridge-abutments.per cu. yd.. 

140 linear feet bridge-superstructure.per lin. ft.. 



28 

1 

00 


75 

5 

00 

1 

00 

8 

00 

9 

00 



28 


75 

5 

00 

9 

00 

8 

00 

25 

00 

8 

00 

25 

00 


2, 

296 

00 

3, 

150 

00 

3, 

045 

00 

51, 

350 

00 


290 

00 

2, 

320 

00 

1 , 

000 

00 

5, 

085 

00 


7, 896 

00 

3,915 

00 

117,100 

00 

700 

00 

5, 040 

00 

2, 352 

00 

3, 500 

00 

2, 352 

00 

3, 500 

00 


From guard-lock 6 and dam to lock No. 16: 


49,700 cubic yards earth-excavation.per cu. yd. 

11,500 yards rock-excavation .do... 

4,000 cubic yards slope-wall.do... 

3,430 cubic yards lining.....do... 

223 cubic yards culvert masonry.do... 


28 
1 00 
1 75 
50 
9 00 


13, 916 00 
11,900 00 
7, 000 f'O 

1, 715 00 

2, 007 00 


From lock No. 16 to lock No. 15: 

16,400 cubic yards earth-excavation.per cu. yd. 

19,000 cubic yards rock-excavation.do... 

5,000 cubic yards embankment.do... 

3,040 cubic yards slope-wall.do... 

2,600 cubic yards lining.do... 


28 
1 00 
28 
1 75 
50 


4, 592 00 
19, 000 00 

1,400 00 

5, 320 00 
1, 300 00 


From lock No. 15 to lock No. 14: 

9.600 cubic yards earth-excavation.per cu. yd.. 

8,000 cubic yards rock-excavation.do_ 

4,160 cubic yards slope-wall.do_, 

3 570 cubic yards lining.do_ 

From lock No. 14 to lock No. 13: 

76,700 cubic yards earth-excavation.per cu. yd.. 

51,500 cubic yards rock-excavation.do_ 

8,850 cubic yards slope-wall.do_ 

7.600 cubic yards lining.do_ 


28 

2, 688 00 

1 00 

8, 000 00 

1 75 

7, 280 00 

50 

1, 785 00 

28 

21, 476 00 

1 00 

51, 500 00 

1 75 

15, 487 50 

50 

3, 800 00 


From lock No. 13 to lock No. 12: 

24,400 cubic yards earth-excavation.per cu. yd.. 

2,950 cubic yards slope-wall.do_ 

2,530 cubic yards lining.do_ 

From lock No. 12 to guard lock 5: 

207.500 cubic yards earth-excavation.per cu. yd.. 

152.800 cubic yards rock-excavation.do_ 

18,840 cubic yards slope-wall . .do_ 

16,160 cubic yards lining. .do_ 

294 cubic yards masonry in bridge-abutments.do_ 

140 linear feet bridge-superstructure.per lin. ft.. 

From guard lock 5 to lock 11: 

33.500 cubic yards earth-excavation.per cu. yd.. 

14.800 cubic yards rock-excavation.do_ 

7,080 cubic yards slope-wall.do.!!! 

6,070 cubic yards lining.!!!!!!!!do!!!! 

294 cubic yards bridge-masonry.!!!!"! do""' 

140 linear feet bridge-superstructure.per lin. ft.. 



28 

6, 832 

00 

1 

75 

5, 162 

50 


50 

1, 265 

00 


28 

58, 100 

00 

1 

00 

152, 800 

00 

1 

75 

32, 970 

00 


50 

8, 080 

00 

8 

00 

2, 352 

00 

25 

00 

3, 500 

00 


28 

9, 380 

00 

1 

00 

14, 800 

00 

1 

75 

12, 390 

00 


50 

3, 035 

00 

8 

00 

2, 352 

00 

25 

00 

3, 500 

00 


From lock No. It to lock No. 10: 

162,700 cubic yards earth-excavation.per cu. yd.. 

11,080 cubic yards slope-wall.do 

9,460 cubic yards lining...do 

29 4 cubic yards masonry, C. and It. bridge'.!!!!!!!!!!!!!!!!_ do !!! 

140 linear feet bridge-superstructure.per lin. ft? * 

294 cubic \ ards masonry, It. bridge...................per cu. yd 

140 linear feet bridge-superstructure..per lin. ft.! 


28 

45, 556 00 

75 

19,390 00 

50 

4,730 00 

00 

2, 352 00 

00 

3, 500 00 

0) 

2, 352 00 

00 

3, 500 00 


Total. 


$20, 845 00 


68,536 00 


146, 355 00 


36,538 00 


31,612 00 


19, 753 00 


92, 263 50 


13,259 50 


257, 802 00 


45, 457 00 















































































NAVIGATION OF THE MISSISSIPPI RIVER 


145 


Estimate for section-worTc from Oswego to Durhamville —Continued. 




Quantities and items. 


From lock No. 11 to lock No. 10—Continued. 

480 cubic yards masonry in aqueduct.per cu. yd.. 

86,000 feet (b. m.) timber and plank in superstructure, per 1,000 ft.. 

1.100 pounds bolts, spikes, and nails.per lb.. 

From lock No. 10 to lock No. 9 : 

7,200 cubic yards earth-excavation.per cu. yd.. 

470 cubic yards slope-wall.do- 

400 cubic yards lining.do- 

From lock No. 9 to lock No. 8: 

42.300 cubic yards earth-excavation.per cu. yd.. 

37.100 cubic yards rock-excavation.do- 

10,760 cubic yards vertical wall.do- 

2,260 cubic yards slope-wall.do — 

1,940 cubic yards lining.do- 

588 cubic yards bridge-masonry. do ... 

260 linear feet double-track bridge.per lin. ft.. 

294 cubic yards bridge-masonry.per cu. yd.. 

140 linear feet bridge-superstructure.per lin. ft.. 

From lock No. 8 to guard-lock No. 3: 

47,600 cubic yards earth-excavation...per cu. yd.. 

28'950 cubic yards rock-excavation...do.... 

3,890 cubic yards slope-wall.do- 

3,340 cubic yards lining.do.... 

294 cubic yards bridge-masonry. do- 

140 linear feet bridge-superstructure.per lin. ft.. 

From guard-lock No. 3 to lift-lock 7: 

126,800 cubic yards earth-excavation.per cu. vd.. 

15,020 cubic yards slope-wall.do- 

12,900 cubic yards lining.do- 

From lock No. 7 to lock No. 6: 

341,000 cubic yards earth-excavation.per cu. vd.. 

29,000 cubic yards rock-excavation.do... 

19,030 cubic yards slope-wall. do- 

16.300 cubic yards lining.do- 


Price. 

Amount. 

Total. 

$9 00 

$4, 320 00 


60 00 

5,160 00 


06 

66 00 



— 

$90, 926 00 

28 

2,016 00 


1 75 

822 50 


50 

200 00 


28 

11,844 00 


1 00 

37, 106 00 


5 00 

53, 800 00 


1 75 

3, 955 00 


50 

970 00 


8 00 

4, 704 00 


40 00 

10, 400 00 


8 00 

2, 352 00 


25 00 

3, 500 00 



— 

128, 625 0Q> 

28 

13, 328 00 


1 00 

28, 950 00 


1 75 

6, 807 50 


50 

1,670 00 


8 00 

2, 352 00 


25 00 

3, 500 00 



— 

56,607 50 

28 

35, 504 00 


1 75 

26,285 00 


50 

6, 450 00 



— 

68,239 00 

28 

95, 480 00 


1 00 

29,000 00 


1 75 

33, 302 50 


50 

8,150 00 



— 

165, 932 50 


From lock No. 6 to Brandy Brook culvert: 
378.700 cubic yards earth-excavation .. 

38,000 cubic yards rock-excavation- 

22,500 cubic yards slope-wall. 

19,300 cubic yards lining. 

Changing spans of two road-bridges. 


per cu. yd.. 

.do — 

.do_ 

.do_ 


28 106, 036 00 

1 00 38, 000 00 

1 75 39, 375 00 

50 9, 650 00 


193,061 00 
2, 000 00 

1,440,850 50 


H. Ex. 49-10 



















































146 


NAVIGATION OP THE MISSISSIPPI RIVER 


From lower bridge, Oswego, to Brandy Brook culvert, at Phoenix, 20.5 miles. 


Quantities and items. 


8,338 cubic yards rock-excavation.. 

394,200 cubic yards rock-excavation. 

1,560,500 cubic yards earth-excavation. 

5,000 cubic yards embankment. 

9,280 cubic yards old vertical wall to be removed. 

44,450 cubic yards vertical wall to be built. 

123,170 cubic yards slope-wall. 

105,000 cubic yards lining for slope-wall. 

2,940 cubic yards masonry in canal-bridges. 

1,120 linear feet superstructure in canal-bridges. 

260 linear feet superstructure in canal-bridges. 

1,348 cubic yards masonry in culverts. 

290 cubic yards masonry in river-bridge to be removed 

290 cubic yards masonry in river-bridge to be built_ 

3 spans of bridges to be changed. 

Aqueduct-enlargement.. 

Removing weigh-lock... 

Lift-lock No. 18. 

Lift-lock No. 17. 

Guard-lock No. 6. 

Lift-lock No. 16. 

Lift-lock No.15. 

Lift-lock No. 14. 

Lift-lock No. 13. 

Lift-lock No. 12. 

Guard-lock No. 5. 

Lift-lock No. 11. 

Lift-lock No. 10. 

Lift-lock* No. 9. 

Lift-lock No. 8. 

Guard-lock No. 3. 

Lift-lock No. 7. 

Guard-lock No. 2. 

Lift-lock No. 6. 

Guard-lock No. 1. 


Price. 


. per cu. yd 

.do — 

.do_ 

.do... 

.do... 

.do_ 

.do_ 

.do_ 

.do... 


.per lin. ft 

25 


40 

per cu. yd 

9 

.do... 

1 

.do .. 

8 


1, 000 


52 50 
1 00 
28 
28 
75 
5 00 
1 75 
50 

8 00 


00 


Amount. 

$20, 

845 

00 

394, 

200 

00 

436, 

940 

00 

1, 

400 

00 

6, 

960 

00 

222, 

250 

00 

215, 

547 

50 

52, 

800 

00 

23, 

520 

00 

28, 

000 

00 

10, 

400 

00 

12, 

132 

00 


290 

00 

2, 

320 

00 

3, 

000 

00 

9, 

546 

00 


700 

00 

80, 

551 

00 

76, 

605 

00 

56, 

558 

00 

67, 

888 

00 

76, 

015 

00 

71, 

411 

00 

78, 

876 

00 

77, 

865 

00 

• 56, 

505 

00 

84, 

657 

00 

65, 

493 

00 

62, 

695 

00 

78, 

527 

00 

52, 

808 

00 

56, 

646 

00 

58, 

087 

00 

59, 

772 

00 

50, 

927 

00 



Total. 


$1,440,850 50 


1,211,886 00 


2,652,736 50 


Estimate for cross-cut line, Oneida River to Brewerton. 


Distance 
in feet. 


Quantities and items. 


Price. 


14, 586 
42, 268 
11, 220 


From Brandy Brook culvert to Oneida River, (point B:) 

1,508,000 cubic yards earth-excavation_per cub. yd. 

300,500 cubic yards rock-excavation.do_ 

From Peter Scott’s swamp (point B) along the Oneida 
River to (point A): 

424,000 cubic yards earth-excavation.per cub. yd. 

From mouth of Black Creek (point A) cross-cut to inter¬ 
section of Oneida River, near Brewerton: 


fO 28 
1 00 

25 


6,618 


1,010,000 cubic yards earth-excavation_per cub. yd. 

161,800 cubic yards rock-excavation.do_ 

From intersection of cross-cut along the Oneida River to 
Brewerton bridge: 

83,400 cubic yards earth-excavation.per cub. yd 


28 
1 00 

25 


74, 692 


Equal to 14.146 miles. 


4,070 
105, 600 
3, 000 


From Brewerton bridge to 10 feet water in Oneida Lake: 

73,300 cubic yards earth-excavation.per cub. yd 

From the 10-foot water-line at the west end to the 10-foot 
water-line at the east end of Oneida Lake. 

From the 10-foot water-line at the east end of the lake to 


lock No. 6 of the Oneida Canal: 

36,800 cubic yards earth-excavation.por cub. yd. 

5,470 linear feet of pier.per lin.' ft. 

40 linear feet of pier.d 0 . 


112,670 Equal to 21.339 miles. 

26, 835 From lock No. 6, Oneida Canal, to the junction with the 
Erie Canal at Durhamville (equal to 5.082 miles): 
738,000 cubic yards earth-excavation.per cub. yd 


139, 505 


Equal to 26.421 miles. 


25 


25 

10 00 
20 00 


28 


Carried forward 


Amount. 

Total. 

$422,240 
3U0, 500 

106, 000 


282, 800 

* 

161, 800 


20,850 

$1, 294,190 

18, 325 

9, 200 
54, 700 
800 



83, 025 

206, 640 


206, 640 


1, 583, 855 



















































































NAVIGATION OF THE MISSISSIPPI RIVER. 147 


From Brandy Brook culvert, at Bhcenix , by the cross-cut line to Oneida Lake, and thence by 

Oneida Canal to Durhamville. 


Distance 
in feet. 


Quantities and items. 


Brought forward. 

From Brandy Brook culvert to Oneida River, at Peter 
Scott’s swamp: 

22,688 cubic yards slope-wall.per cub. yd. 

19,448 cubic yards lining.do ... 

On cross-cut line from the mouth df Black Creek to the 
intersection of Oneida River, near Brewerton: 

17,456 cubic yards slope-wall.per cub. yd. 

14,960 cubic yards lining.do_ 


26, 835 


On Oneida Canal: 

39,300 cubic yards slope-wall.per cub. yd. 

33,688 cubic yards linin £.do- 

7,018 cubic yards graveling tow-path.do_ 


1,844 cubic yards arch culvert masonry_per cub. yd. 

3,234 cubic yards bridge...do.... 

1,540 linear feet, 11 bridges.do_ 


26, 835 


Equal to 5.082 miles. 


Carried forward 


Price. 

Amount. 

Total. 



$1, 583, 855 

$1 75 

$39, 704 

50 

9, 724 


1 75 

30, 548 


50 

7, 480 

87, 456 



1 75 

68, 775 


50 

16, 844 


50 

3, 509 

89,128 



9 00 

16, 596 

8 00 

25, 872 


25 00 

38, 500 

80, 968 





1, 841, 407 




From Brandy Brook culvert, at Bhcenix, by the cross-cut line to the Oneida River, and thence 
to Brewerton; thence by Oneida Lake and the Oneida Canal to Durhamville. 


Locks. 

Amount. 

Total. 

Brought forward... 


$1,841, 407 

123, 562 

406,163 

Lift-lock No. 1, Oneida River..... 

$58, 492 
65, 070 

Lift-lock No. 2, Oneida River. 

Li ft,.look No. 6, Oneida Canal. .. ... 

84, 367 
63, 322 
62, 507 
61, 831 
61,936 
72, 200 

Lift-lock No. 5, Oneida Canal......... 

Lift-lock No. 4, Oneida Canal. 

Lift-lock No. 3, Oneida Canal...... 

Lift-lock No. 2, Oneida Canal...... 

Lift-look No. 1 Oneirla Canal ........ 

Total .............. 


2, 371,132 




SPECIMEN METHOD OF ESTIMATING COST OF LOCKS. 


Estimate of lock No. 16, Oswego Canal, 8.666 feet lift. 


Quantities and items. 


Bailing and draining . 

7,000 cubic yards earth-excavation..._.per cub. yd. 

3.400 cubic yards rock-excavation, requiring blasting.do- 

900 cubic yards embankment....do- 

300 cubic yards lining and graveling..do- 

200 cubic yards puddling .-.do- 

100 cubic yards slope-wall and paving.do- 

180 cubic yards loose stone .do- 

160 cubic yards vertical wall in cement.do- 

90 cubic yards vertical wall, dry.do- 

3,172 cubic yards masonry in lock-walls.do- 

330 cubic yards masonry in culverts.do- 

300 cubic yards concrete-masonry.do- 

100 cubic yards quarried-stone pavement.do 

45,000 feet, board-measure, white-oak timber and plank. ..per 1,000 ft. 

24.400 feet, board-measure, white-pine timber.do- 

205,000 feet, hoard-measure, hemlock timber.do- 

11,800 pounds wrought iron.por pound. 


8,500 pounds cast iron ... .... 
4,100 pounds spikes and nails 

600 pounds lead . 

8 snubhing-posts. 

Painting. 

Sulphur and sand cement 


Price. 

Amount. 


$4, 000 

$0 28 

1, 960 

1 00 

3, 400 

28 

252 

50 

150 

30 

60 

2 00 

200 

1 50 

270 

6 00 

960 

3 00 

270 

13 00 

41,236 

9 00 

2, 970 

5 00 

1, 500 

2 00 

200 

60 09 

2, 700 

45 00 

1,098 

20 00 

4, 100 

12 

1,416 

08 

680 

06 

246 

12 

72 

6 00 

48 


50 


50 




Total. 


$67, 888 


























































































148 


NAVIGATION OF THE MISSISSIPPI RIVER 


ONEIDA SIIIP-CANAL—SUMMARY OF CROSS-CUT LINE. 


From Oswego to Durhamville by way of the cross cut live from Phoenix to the Oneida River, 
and through the Oneida Lake and Oneida Canal to the Erie Canal at Durhamville. 


Distance in 
miles. 


20. 500 
14.146 

21. 339 

5. 082 


Estimated cost from Oswego to Phoenix. 

Estimated cost from Phoenix to Brewerton. 

Estimated cost from Brewerton through the 
Oneida Lake to the Oneida Canal. 

Oneida Lake Canal. 

Cross-cut lines, Oneida River. 

Oneida Canal.. 

-do. 

Oneida River. 

Oneida Canal... 


Excavation. 

.do.. 

Excavation and piers ... 

Excavation. 

Slope-wall ... 

-do. 

Culverts and bridges.... 

Locks. 

.do. 


Amount. 


$2, 6T)2, 736 50 
1, 294,190 OO 
83, 025 00 

206, 640 00 
87, 456 00 
89, 128 00 
80,968 00 
123,562 00 
406, 163 00 


Add 10 per cent, for engineering and contingen¬ 
cies. 

Land-damages. 


5, 023, 868 50 
502,386 85 

397,341 50 

5, 923, 596 85 


ONEIDA SHIP-CANAL—ONEIDA RIVER LINE. 

From lower bridge, Oswego, to Brandy Brook culvert at Phoenix, 20.5 miles. 


Quantities and items. 


8,338 cubic yards rock-excavat’on.per cu. yd.. 

394,200 cubic yards rock-excavation.do._ 

1,560,500 cubic yards earth-excavation.do_ 

5,000 cubic yards embankment.do_ 

9,280 cubic yards old vertical wall to be removed.do. 

44,450 cubic yards of vertical wall to be built..do. 

123,170 cubic yards slope-wall.do. 

305,600 cubic yards lining for slope-wall.do. 

2,940 cubic yards masonry in canal-bridges.do. 

1,120 linear feet superstructure in bridges.per lin. ft.. 

260 linear feet superstructure in bridges..do. 

1,348 cubic yards masonry in culverts.per cu. yd.. 

290 cubic yards masonry in bridges to be removed.do. 

290 cubic yards masonry in river-bridges to be built.do. 

3 spans of river-bridges to be changed.each.. 

Aqueduct enlargement... 

Removing weigb-lock. 


Lift-lock No. 18 .. 
Lift-lock No. 17 .. 
Guard-lock No. 6. 
Lift-lock No. 16 .. 
Lift-lock No. 15 .. 
Lift-lock No. 14 .. 
Lift-lock No. 13 .. 
Lift-lock No. 12 .. 
Guard-lock No. 5. 
Lift-lock No. 11 
Lift-lock No. 10 
Lift-lock No. 9 ... 
Lift-lock No. 8 ... 
Guard-lock No. 3. 
Lift-lock No. 7 ... 
Guard-lock No. 2. 
Lift-lock No. 6 
Guard-lock No. 1. 


Price. 

Amount. 

. $2 50 

$20,845 00 

1 00 

394. 200 00 

28 

436, 940 00 

28 

1,400 00 

75 

6, 960 00 

5 00 

222, 250 00 

1 75 

215, 547 50 

50 

52, 800 00 

8 00 

23, 520 00 

25 00 

28, 000 00 

40 00 

10,400 00 

9 00 

12,132 00 

1 00 

290 00 

8 00 

2, 320 00 

1, 000 00 

3, 000 00 


9 546 00 


’ 700 00 


Total. 


80, 

76, 

56, 

67, 

76, 
11 , 
78, 

77, 
56, 
84, 
65, 
62, 

78, 
52, 
56, 

58, 

59, 
50, 


551 00 
605 00 
558 00 
888 00 
015 00 
411 00 
876 00 
865 00 
505 00 
657 00 
493 00 
695 00 
527 00 
808 00 
646 00 
087 00 
772 00 
927 00 


Carried forward 


■— $1,440,850 50 


1, 211, 886 00 


2, 652, 736 50 





























































































NAVIGATION OF THE MISSISSIPPI RIVER. 


149 


River Tine from Brandy Brook culvert to Brewerton bridge, Oneida Lake. 


Distance in feet. 

Quantities and items. 

Price. 

Amount. 

Total. 


Brought forward. 



$2, 652, 736 50 

Brandy Brook.... 

Guard-lock 1 to 6. 
Guard-lock 1 to 
Change-bridge. 

Three Rivers .... 

From Brandy Brook culvert to Three Rivers 
Point: 

237,600 cubic yards earth-excavation..per cu. yd. 

29,000 cubic yards rock-excavation.do.... 

5,660 cubic yards vertical wall.do_ 

13,532 cubic yards slope-wall.do_ 

11,594 cubic yards lining.do_ 

971 cubic yards culvert-masonry...do_ 

294 cubic vards bridge-masonry.do_ 

140 linear feet bridge-superstructure..per lin. ft. 

971 cubic yards culvert-masonry.per cu. yd. 

240 cubic yards bridge-masonry.do_ 

140linear feet bridge-superstructure..per lin. ft. 
1 swing-bridge. 

$0 28 

1 00 

5 00 

1 75 
50 

9 00 

8 00 
25 00 

9 00 

8 00 

20 00 

$66, 528 00 
29, 000 00 
28, 300 00 
23,681 00 

5, 797 00 

8, 739 00 

2, 352 00 

3, 500 00 

8, 739 00 

1, 920 00 

2, 800 00 
12, 596 00 




193, 592 03 

From Brandy 
Brook culvert 
to Three Rivers, 
15,367 feet. 
18,300 feet. 

From Three Rivers Point along theOneida River, 
to Brewerton bridge at Oneida Lake: 

137,400 cubic .yards earth-excavation. .per cu. yd. 

424,000 cubic yards earth-excavation.do.... 

192,800 cubic yards earfh-exen.va.tion_do 

25 

25 

34 350 00 

42^268 feet. 

106^000 00 
48, 200 00 
20. 850 00 
50, 927 00 
6,128 00 
8, 000 00 
12, 596 00 


31,675 feet. 

25 


6,618 feet. 

83,400 cubic vards eartli-excavatiou.do_ 

No. 1 guard-lock at Phoenix. 

25 


Caughdenoy . 

766 cubic yards swing-bridge masonry, per cu. yd. 
Superstructure-iron. 

8 00 


Brewerton 114,228 
equal to 21.634 
miles. 

Swing-bridge. 





287,051 00 

Graveling towing-paths from Brandy Brook cul¬ 
vert to Three Rivers Point. 


2,134 00 
58, 492 00 


Lift-lock No. 1, Oneida River. 




Lift-lock No. 2, Oneida River. 


65, 070 00 





125, 696 00 






Carried forward...... 



3, 259, 435 50 






Oneida River line, from Three Rivers Point along the Oneida River, through the Oneida Lake 

and Canal, to the Erie Canal at Durhamville. 


Distance 
in feet. 


4, 070 

105, 600 
3, 000 


26, 835 


Quantities and items. 


Price. 


Brought forward. 

Brewerton bridge to 10-foot water line, Oneida Lake: 

73,300 cubic yards earth-excavation.per cu. yd. 

From the 10 foot water-line of the west end of the lake to 
the 10-foot water-line at the east end. 

From the 10-foot water-line at the east end of Oneida Lake 
to lock No. 6 of the Oneida Canal: 

5,470 linear feet of pier.per lin. ft. 

40 linear feet of pier.do- 

36 800 cnbic yards earth-excavation.per cu. yd. 

From lock No. 6, Oneida Canal, to junction with the Erie 
Canal at Durhamville: 

738,000 cubic yards earth-excavation.per cu. yd 

39,300 cubic yards slope-wall.do- 

32,688 cubic yards lining.do- 

Hoad and change bridges: 

3,234 cubic yards bridge-masonry.do- 

1,844 cubic yards culvert-masonry.do- 

1,540 linear feet (11) bridges.per lin. ft 


Lift-lock No. 
Lift-lock No. 
Lift-lock No. 
Lift-lock No. 
Lift-lock No. 
Lift-lock No. 


6, Oneida Canal 
5, Oneida Canal 
4, Oneida Canal 
3, Oneida Canal 
2, Oneida Canal 
1, Oneida Canal 


25 


10 00 
20 00 
25 


25 

75 

50 


8 00 
9 00 
25 00 


Amount. 


$18,325 


54, 700 
800 
9, 200 


184, 500 
68, 775 
16, 344 


25, 872 
16, 596 
38, 500 


84, 367 
63, 322 
62, 507 
61, 831 
61. 936 
72, 200 


Total. 


3, 259, 435 5 
18, 325 00 


64, 700 00 


269, 619 00 


80, 968 00 


406,163 00 
4, 099, 210 50 


Total 

















































































150 NAVIGATION OF THE MISSISSIPPI RIVER. 


SPECIMEN OF METHOD OF ESTIMATING COST OF LOCKS, ONEIDA SHIP-CANAL, ONEIDA 

RIVE It LINE. 

' 

Estimate of lock No. 16, Oswego Canal , 8,666 feet lift. 


Quantities and items. 


Bailing and draining. 

7,000 cubic yards earth-excavation. 

3.400 cubic yards rock-excavation, requiring blasting 

900 cubic yards embankment.. 

300 cubic yards lining and graveling.. 

200 cubic yards puddling. 

100 cubic yards slope-wall and paving. 

180 cubic yards loose stone. 

160 cubic yards vertical wall, in cement. 

90 cubic yards vertical wall, dry. 

3,172 cubic yards masonry in lock-walls. 

330 cubic yards masonry in culverts. 

300 cubic yards concrete-masonry. 

100 cubic yards quarried-stone pavement. 

45.000 feet, b. in., white-oak timber and plank.. 

24.400 feet, h. m., white-pine timber. 

205,000 feet, b. m., hemlock timber. 

11,800 pounds wrought-iron. 

8,500 pounds cast-iron.. 

4,100 pounds spikes and nails. 

600 pounds lead. 

8 snub bin g-posts. 

Painting. 

Sulphur and sand cement. 


Price. 


Amount. 


Total. 


per cu. yd.. 

.do- 

.do_ 

.do- 

.do- 

.do_ 

.do_ 

.do_ 

.do_ 

..do- 

.do_ 

.do_ 

..do- 

..per M ft.. 

.do_ 

.do- 


$0 

1 


2 

1 

6 

3 

13 

9 

5 

2 

60 

45 

20 


per lb.. 

..do_ 

..do_ 

..do- 

..each.. 


6 



$4,000 

28 

1.960 

00 

3, 400 

28 

252 

50 

150 

30 

60 

00 

201) 

50 

270 

00 

960 

00 

270 

00 

41,236 

00 

2, 970 

00 

1, 500 

00 

200 

00 

2, 700 

00 

1, 098 

00 

4, 100 

12 

1,416 

08 

680 

06 

246 

12 

72 

00 

48 


50 

50 


$67, 888 00 


ONEIDA SHIP-CANAL—ONEIDA RIVER LINE. 


From Oswego to the Three Rivers Point, thence along the Oneida River to Brewerton, thence 
through Oneida Lake and the Oneida Canal to the Erie Canal at Durhamville. 


Distance 
in miles. 

Items. 

Amount. 

Total. 

20.500 
21. 634 

21.339 
5. 082 

Oswego to Phoenix (Brandy Brook).. 

Phoenix to Three Rivers Point, thence along the Oneida River 
to Brewerton. 

$2, 652, 736 50 

606, 699 00 
839, 775 00 

$4, 099, 210 50 

862,241 55* 

4, 961, 452 05 

Through the Oneida Lake to the Oneida Canal.) 

Thence along the canal to Durhamville.> 

Add 10 per cent, for engineering and contingencies.. 

Land-damages. 

68. 555 

409, 921 05 
452, 320 50 

Total. 




ONEIDA SHIP-CANAL. 


Estimated cost of section from Durhamville Station to Rome Station, 860. 


Quantities and items. 


2,580,000 cubic yards earth-excavation.per cu. yd.. 

103,700 cubic yards puddling.do._ 

20.800 cubic yards vertical wall.do. 

122,260 cubic yards slope-wall...do. 

104.800 cubic yards lining...do..... 

24,000 cubic yards graveling, tow-path.do. 

Oneida Creek, aqueduct: 

1,591 cubic yards of masonry.per cu. yd.. 

20,750 feet, b. m., oak timber....per 1,000’ ft.. 

18,000 feet, b. m., pine.do_ 

30,000 feet, b m., hemlock. do_ 

800 pounds spikes and nails.per lb.. 

l 

330 cubic yards masonry, arch-culvert.per cu. yd.. 

16 500 feet, h. m., hemlock.per 1,000 ft.. 

150 pounds iron spikes and nails.per lb.. 


Price. 

Amount. 

Total. 

$0 28 

$722, 400 


30 

31,110 


5 00 

104, 000 


1 75 

213, 955 


50 

52, 400 


50 

12, 000 

$1,137, 865 00 

9 00 

14. 319 


60 00 

1,245 


45 00 

810 


20 00 

600 


06 

48 

17, 022 OO 

9 00 

2, 970 


20 00 

330 


06 

9 

3, 309 00 
























































































NAVIGATION OF THE MISSISSIPPI RIVER 


151 


Estimated cost of section from Dui'hamville Station to Home Station, 860—Continued. 


Quantities and items. 


Price. 


Oneida Creek aqueduct—Continued. 

370 cubic yards masonry in arch-culvert.per cu. yd.. 

29,500 feet, b. m., hemlock.per 1,000 ft.. 

300 pounds spikes aud nails.per lb.. 


$9 00 
20 00 
06 


370 cubic yards masonry in arch culvert.per cn. yd.. 

29,500 feet, b. m., hemlock.per 1,000 ft.. 

300 pounds spikes and nails.per lb.. 


9 00 
20 00 
0G 


296 cubic yards masonry in arch-culvert.per cu. yd.. 

32,500 feet, b. m., hemlock.per 1,000 ft.. 

350 pounds spikes and nails.per lb.. 


9 00 
20 00 
06 


296 cubic yards masonry in arch-culvert...per cu. yd.. 

32,500 feet, b. m., hemlock ...per 1,000 ft.. 

350 pounds spikes and nails.per lb.. 


9 00 
20 00 
06 


296 cubic yards masonry in arch-culvert.per cu. yd.. 

32.500 feet,b. m., hemlock ..per 1,000 ft.. 

350 pounds spikes aud nails.per lb.. 


9 00 
20 00 
00 


296 cub : c yards masonry in arch-culvert.per cu. yd.. 

32,500 feet, b. m., liemlock...per 1,000 ft.. 

350 pounds spikes and nails.per lb.. 


9 00 
20 00 
06 


105 cubic yards masonry in arch-culvert.per cu. yd.. 

13.500 feet, b. m , hemlock.per 1,000 ft.. 

100 pounds spikes and nails..per lb.. 

225 cubic yards masonry in arch-culvert.per cu. yd.. 

22.500 feet, b. m., hemlock.per 1,000 ft.. 

300 pounds spikes and nails.per lb.. 


9 00 
20 00 
06 

9 00 
20 00 
06 


225 cubic yards masonry in arch-culvert.per cu. yd.. 

22,500 feet, b. m., hemlock .per 1,000 ft.. 

300 pounds spikes and nails.per lb.. 


9 00 
20 00 
06 


304 cubic yards masonry in arch-culvert.per cu. yd.. 

16,500 feet', b. in , hemlock.per 1,000 ft.. 

260 pounds spikes and nails.per lb.. 


9 00 
20 00 
06 


95 cubic yards masonry in arch-culvert.per cu. yd.. 

7,000 teet. b. in., hemlock ..per 1,000 ft.. 

100 pounds spikes and nails.per lb.. 


9 00 
20 00 
06 


274 cubic yards masonry in arch-culvert.per cu. yd.. 

14,500 feet, b. m., hemlock..per 1,000 ft.. 

200 pounds spikes and nails.per lb.. 


9 00 
20 00 
06 


122 cubic yards masonry in arch-culvert..per cu. yd.. 

13,200 feet, b. m., hemlock.per 1,000 ft.. 

150 pounds spikes and nails...per lb.. 


’ 4 00 
20 CO 
06 


200 cubic yards masonry in arch-culvert.per cu.yd.. 

15,750 feet, b. m., hemlock.per 1,000 ft.. 

200 pounds spikes aud nails.per lb.. 


4 00 
20 00 
06 


225 cubic yards masonry in arch-culvert..per cu. yd.. 

22,500 feet, b. m., hemlock ..per 1,000 ft.. 

300 pounds iron spikes aud nails.per lb.. 


9 00 
20 00 
06 


448 cubic yards of masonry in waste-weir.per cu. yd.. 

9.000 feet, b. in., oak timber, &c.per 1,000 ft.. 

6.600 feet, b. m., pine timber, &c.do. 

19.600 feet, b. m., hemlock. .do. 

1,800 pounds iron spikes and nails.per lb.. 


9 00 
60 00 
45 00 
20 00 
06 


5,770 cubic yards masonry, bridge-abutments.per cu. yd.. 

2,793 linear'feet bridge-superstructure.per lin. ft.. 

280 linear feet bridge-superstructure.do- 

140 linear feet, 1 railroad bridge.do. 

Do.-.do. 

Do..do. 

Do.do. 

Do.do. 

Do.do. 


8 00 
25 00 
40 00 
88 00 
65 00 
48 00 
54 00 
25 00 
28 00 


Amount. 


$3, 330 
590 

18 


3, 330 
590 

18 

2, 664 
650 
21 


2, 664 
650 
21 

2, 664 
650 
21 

2, 664 
650 
21 


945 

270 

6 


2, 025 
450 

18 


2, 025 
450 
18 


2, 736 
330 
12 


885 

140 

6 


2, 466 
290 
12 


488 

264 

9 


800 

315 

12 


2, 025 
450 

18 


4, 032 
540 
297 
392 
108 


46, 232 
69, 825 
11,200 
12, 320 
9, 100 

6, 720 

7, 560 
3, 500 
3, 920 


Total. 

$3,938 00 

3, 938 00 

3, 335 00 

3,335 00 

3, 335 00 

3, 335 00 

1,221 00 

2, 493 00 

2, 493 00 

3, 078 00 

1,001 00 

2, 768 00 

761 00 

1, 127 00 

2, 493 00 

5, 369 00 

170,377 00 


Carried forward. 


1, 370, 593 00 





























































































152 


NAVIGATION OF THE MISSISSIPPI RIVER. 

Estimated cost of section from Rome, station 860, to Utica, station 1660. 


Quantities and items. 


Brought forward.. 

2.384.800 cubic yards earth-excavation. 

96,000 cubic yards puddling. 

29,032 cubic yards vertical wall. 

99,020 cubic 'yards lining. 

109,900 cubic yards slope-wall... 

22,222 cubic yards graveling, tow-path. 

Oriskany aqueduct. 

376 cubic yards masonry in foundation and backing 

791 cubic yards masonry, arches and face-work. 

15 cubic yards masonry, coping. 

229,000 feet, board-measure, oak timber and plank .. 

36,000 feet, board-measure, pine. 

20*800 feet, board-measure, hemlock. 

20,950 pounds iron ties, bolts, and spikes. 

Saquoit aqueduct. 

280 cubic yards masonry, foundation and backing... 

416 cubic yards masonry, arches and face-work. 

11 cubic yards masonry, coping. 

157.750 feet, board-measure, oak timber. 

24.800 feet, board-measure, pine. 

14.750 feet, board-measure, hemlock. 

14.500 pounds iron. 

310 cubic yards arch-culvert masonry. 

16.500 feet, board-measure, hemlock timber, &c. 

100 pounds iron. 

367 cubic yards double arch-culvert masonry . 

22.500 feei, board-measure, hemlock timber, &.e. 

100 pounds iron. 

730 cubic yards box-culvert, masonry. 

13,200 feet, boaid-measure, hemlock timber, &c. 

100 pounds iron. 

448 cubic yards waste-weir masonry. 

25,000 feet, board-measure, hemlock timber, &c. 

10.000 feet, board-measure, pine. 

1.800 pounds iron. 

6,720 cubic yards bridge-masonry. 

1.960 lintar feet, 14 road-bridges. 

1,540 linear feet, 11 road-bridges. 

140 linear feet, 1 road-bridge. 

140 linear feet, 1 road-bridge... 

140 linear feet, 1 road-bridge. 

280 linear feet, 2 railroad swing-bridges. 

Removing weigb-lock at Utica. 


Carried forward 


per cu. yd 

.do — 

.do- 

__do- 

.do_ 

.do- 


..per cu. yd 

.do_ 

.do_ 

per 1,000 ft 

.do_ 

.do- 

.per lb 


..per cu. yd 

.do- 

.do_ 

.per 1,000 ft 

.do_ 

.do_ 

.per lb 

..per cu. yd 
per 1,009 ft 
.per lb 

..per cu. yd 
per 1,000 ft 
.per lb 

.. per cu. yd 
per 1,000 ft 
.per lb 

..per cu. yd 
per 1,000 ft 

.do- 

.per lb 

..per cu. yd 
.. per lin. ft 

.do_ 

.do_ 

.do_ 

.do_ 

.do.... 


Price. 

Amount. 



$0 28 

$667, 774 00 

30 

28, 800 00 

5 00 

145,160 00 

50 

49, 510 00 

1 75 

192, 325 00 

50 

11,111 00 

4 00 

1,504 00 

9 00 

7, 119 00 

13 00 

195 00 

60 00 

13,740 00 

45 00 

1,620 00 

20 00 

516 00 

06 

1, 257 00 

4 00 

1,120 00 

9 00 

3, 744 00 

13 00 

143 00 

60 00 

9, 465 00 

45 00 

1, 116 00 

20 00 

295 00 

06 

870 00 

9 00 

2, 790 00 

20 00 

330 00 

06 

6 00 

9 00 

3,303 00 

20 00 

450 00 

06 

6 00 

4 00 

2, 920 00 

20 00 

264 00 

06 

6 00 

9 00 

4, 032 00 

20 00 

500 00 

45 00 

450 00 

06 

108 00 

8 00 

53, 760 00 

25 00 

49, 000 00 

38 00 

58, 520 00 

60 00 

8,400 00 

64 00 

8, 960 00 

107 00 

14, 980 00 

85 00 

23, 800 00 


700 00 






Total. 


$1, 370, 593 00 


1, 094, 650 00 


25,851 00 


16,753 00 

3,126 00 

3, 759 00 

3, 190 00 

5, 090 00 


217, 420 00 
700 00 
2, 741,132 00 


Estimated cost of section from Utica , station 1660, to Ition , station 2260. 


Quantities and items. 

Price. 

Amount. 

Total. 

Brnnoht forward . _ _ _ _ 



$2, 741,132 00 

1,815,500 cubic yards earth-excavation. 

-per cu. yd. 

$0 28 

$508, 284 00 

73,100 cubic yards puddling. 

.do... 

30 

21, 930 00 


18,294 cubic yards vertical wall. 


5 00 

91, 470 00 


82,008 cubic feet slope-wall. 


1 75 

143,514 00 


74,390 cubic-yards lining. 


50 

37, 195 00 


16,666 cubic yards graveling, tow-path. 


50 

8,333 00 






810,726 00 

Furgerson's aqueduct. 





109 cubic yards masonry, in foundation and backing. 

....per cu. yd. 

4 00 

436 00 


153 cubic yards masonry, arch and face work. 

..do_ 

9 00 

1,377 00 


8 cubic yards masonry, coping. 


13 00 

104 00 


56,300 feet, board-measure, oak. 


60 00 

3, 378 00 


9,000 feet, board-measure, pine.... 


45 00 

4u5 00 


6,750 feet, board-measure, hemlock. 


20 00 

135 00 


5,200 pounds iron bolts and spikes. 


06 

3L2 00 






6, 147 00 

























































































NAVIGATION OF THE MISSISSIPPI RIVER 


153 


Estimated cost of section f rom Utica, station 1660, to Ilion, station 2260. 


Quantities and items. 


Frankfort aqueduct 

•204 cubic yards masonry, in foundation and backing 

362 cubic yards masonry, arches and face-work. 

8 cubic yards masonry, coping. 

108,000 feet, board-measure, oak .. 

17,000 feet, board-measure, pine. 

9,500 feet, board-measure, hemlock.. 

9,900 pounds iron bolts and spikes. 

Ilion aqueduct. 

131 cubic yards masonry, foundation and backing 
245 cubic yards masonry, arches and face-work .. 

10 cubic yards masonry, coping. 

109 000 feet, board-measure, oak. 

17,000 feet, board-measure, pine. 

9.500 feet, board-measure, hemlock. 

9,950 pounds iron bolts and spikes. 

95 cubic yards masonry, arch culvert. 

7,000 feet, board-measure, hemlock. 

50 pounds spikes. 

225 cubic yards masonry in arch-culvert. 

22.750 feet, board-measure, hemlock. 

100 pounds spikes. 

25 cubic yards masonry in arch-culvert . . 

7.500 feet, board-measure, hemlock. 

50 pounds spikes. 

295 cubic yards masonry in arch-culvert. 

16 0 )0 feet, board-measure, hemlock. 

50 pounds spikes. 

225 cubic yards masonry in arch-culvert. 

22.750 feet, board-measure, hemlock. 

100 pounds spikes. 

122 cubic yards masonry in box-culvert .. 

13,250 feet, board-measure, hemlock. 

100 pounds spikes and nails. 

122 cubic yards masonry in box-culvert. 

13,250 feet, board-measure, hemlock... 

100 pounds spikes and nails. 

122 cubic yards masonry in box-culvert. 

13,250 feet, board-measure. hemlock. 

100 pounds spikes and nails . 

4,298 cubic yards masonry in bridge-abutments ... 

2,380 linear feet, 17 road-bridges.. 

940 linear feet, 7 road-bridges.. 


Carried forward 


..per cu. yd 

.do_ 

.do... 

.per 1,000 ft 

.do... 

.do .. 

.per lb 


..per cu. yd. 

..do_ 

.do_ 

per 1,000 ft 

..do_ 

.do_ 

.. ....per lb 

.. per cu. yd 
.per 1,000 ft 
.per lb 

..per cu. yd 
.per 1,000 ft 
.per lb 

.. per cu. yd 
.per 1,000 ft 
.per lb 

. .per cu. yd 
.per 1,000 ft 
.per lb 

. .per cu. yd 
per 1,000 ft 
.per lb 

. per cu. yd. 
.per 1,000 ft 
.per lb 

..per cu. yd 
.per 1,000 ft 
.per lb 

.. per cu. yd 
per 1,000 ft 
.per lb 

..per cu. yd 
..per lin. ft 
.do... 


Price. 

Amount. 

$4 00 

$816 00 

9 00 

3, 258 00 

13 00 

104 00 

60 00 

6, 480 00 

45 00 

765 00 

20 00 

190 00 

06 

594 00 

4 00 

524 00 

9 00 

2, 205 00 

13 00 

130 00 

60 00 

6, 540 00 

45 00 

765 00 

20 00 

190 00 

06 

597 00 

9 00 

855 00 

20 00 

140 00 

06 

3 10 

9 CO. 

2, 025 00 

20 00 

455 00 

06 

6 00 

9 00 

675 00 

20 00 

150 00 1 

06 

3 00 

9 00 

2, 655 00 

20 00 

320 00 

06 

3 00 

9 00 

2, 025 00 

20 00 

455.00 

06 

6 00 

4 00 

488 00 

20 00 

265 00 

06 

6 00 

4 00 

488 00 

20 00 

265 00 

06 

6 00 

4 00 

488 00 

20 00 

265 00 

06 

6 00 

8 00 

34, 384 00 

25 00 

59, 500 00 

40 00 

37,600 00 






Total. 


$12, 207 00 


10,951 00 

998 00 

2, 486 00 

828 00 

2, 978 00 

2, 486 00 

759 00 

759 00 

759 00 

131, 484 00 
3, 724, 700 00 


Estimated cost of section from Ilion, station 2260, to Little Falls, station 6. 


Quantities and items. 

Price. 

Amount. 

Total. 

"RwmoTit. frirwarrl _ . _ _ 



$3, 724, 700 00 

1,463,850 cubic vards earth-excavation .. 


$0 28 

$409. 878 00 

33,000 cubic yards rock-excavation. 


1 00 

33, 000 00 


59,400 cubic yards puddling. . 


30 

17, 820 00 


2,714 cubic yards vertical wall. 


5 00 

13,570 00 


73,856 cubic yards slope-wall. 


1 75 

129,248 00 


63 916 cubic v*r,Js lining. 


50 

31,958 00 


14,364 cubic yards graveling, tow-path. 


50 

7, 182 00 






642, 656 00 

Fulmer Greek aqueduct. 





213 cubic yards masonry. 


4 00 

852 00 


341 cubic vards masonry. 


9 00 

3, 069 00 


11 cubic yards coping. . 


13 00 

143 00 


169,000 feet board-measure, oak. 


60 00 

10,140 00 


26,600 feet, board-measure, pine. 

.do.... 

45 00 

1,197 00 






























































































154 NAVIGATION OF THE MISSISSIPPI RIVER. 


Estimated cost of section from Ilion, cfc. —Continued. 


Quantities and items. 

Price. 

Amount. 

Total. 

14,750 feet, board-measure, hemlock. 

15,500 pounds bolts and spikes.. 


$20 00 
06 

$295 00 
930 00 

$16, 626 00 

2, 046 00 

2, 022 00 

• 

4, 786 00 

63,192 00 

194 cubic yards masonry in double culvert. 

14,400 feet, board-measure, hemlock... 

200 pounds spikes and nails. 

.per cu. yd 

9 00 
20 00 
06 

1,746 00 
288 00 
12 00 

435 cubic yards masonry in box-culverts. 

13,500 feet, board-measure, hemlock. 

200 pounds spikes and nails.. 


4 00 
20 00 
06 

1, 740 00 
270 00 
12 00 

391 cubic yards masonry waste-weir . 

10,000 feet, board-measure, oak... 

6,600 feet, board-measure, pine . 

14,000 feet, board-measure, hemlock. 

1,500 pounds spikes and nails. 


9 00 
60 00 
45 00 
20 00 
06 

3, 519 00 
600 00 
297 00 
280 00 
90 00 

1,984 cubic yards masonry, bridge-abutments ... 

1,680 linear feet, 12 road bridges. 

140 linear feet, 1 road-bridge. 


8 00 
25 00 
38 00 

15, 872 00 
42, 000 00 
5, 320 00 





Carried forward. 




4, 456, 028 00 


Estimated cost of section from Little Falls, station 6, to Fort Plain, station 840. 


Quantities and items. 

Price. 

Amount. 

Total. 

"R-rrmo'Vif fYvrwnrrl _ . 



$4, 456, 028 00 

1, 182, 113 00 

1.912,400 cubic yards earth-excavation. 

311,951 cubic yards rock-excavation. 

94,700 cubic yards puddling . 

5,200 cubic yards vertical wall. 

123,336 cubic yard^slope-wall. 

105.718 cubic yards lining... *. 

23,166 cubic yards graveling, tow-path. 

.do_ 

$0 28 

1 00 
30 

5 00 

1 75 
50 
50 

$535, 472 00 
311,951 00 
2-, 410 00 
26, 000 00 
215, 838 00 
52, 859 00 
11,583 00 

Castle Creek aqueduct. 




326 cubic yards masonry, backing and foundation... 

1,035 cubic vards masonry, face-work and arches- 

12 cubic yards masonry, coping. 

22,650 feet, board-measure, hemlock. 

217,800 feet, board-measure, oak. 

34,200 feet, board-measure, pine. 

19,950 pounds iron. 

.per cu. yd 

_per 1,000 ft. 

4 00 

9 00 
13 00 
20 00 
60 00 
45 00 
06 

1,304 00 

9, 315 00 
156 00 
453 00 
13, 068 00 
1,539 00 
1, 197 00 

27, 032 00 

Small waste-ioeir. 




12 cubic yards masonry. 

2,000 feet, board-measure, pine. .. 

50 pounds iron spikes and nails. 


6 00 
45 00 
06 

72 00 
90 00 

3 00 

165 00 

Towing-path bridge. 




2 000 feet, board-measure, pine. 

100 pounds iron spikes and nails. 


45 00 
06 

90 00 

6 00 

96 00 

Bridges. 




3,087 cubic yards bridge-masonry. 

2,940 linear ftet, 21 road-bridges. 


8 00 
25 00 

24, 696 00 
73, 500 00 

98,196 00 





Carried forward _ _ _ 




5, 763, 630 00 





Estimated cost of section from Fort Plain, station 840, to lock 29, stations 1959 -f- 00. 


Quantities and items. 

Price. 

Amount. 

Total. 

Brought, forward__ 



$5, 763, 630 00 

2,639,200 cubic yards earth-excavation. 

29,000 cubic yards rock excavation. 

132,400 cubic yards puddling. 


$0 28 

1 00 
30 

5738, 976 00 
29, 000 00 
39, 720 00 























































































NAVIGATION OF THE MISSISSIPPI RIVER. 


Estimated cost of section from Fort Plain, $c— Continued. 


Quantities and items. 


170,504 cubic yards slope-wall. 

146,278 cubic yards lining 1 . 

31,100 cubic yards graveling, tow-path. 

Fort Plain aqueduct. 

341 cubic yards masonry. 

1,298 cubic yards masonry.... 

13 cubic yards masonry, coping.. 

25.300 feet, board-measure, hemlock. 

255,350 feet, board-measure, oak... 

40,000 feet, board-measure, pine. 

23,400 pounds iron. 

* Oanajoharie aqueduct. 

341 cubic yards masonry. 

1,298 cubic yards masonry.. 

13 cubic yards masonry, coping. 

25.300 feet, board-measure, hemlock. 

255,350 feet, board-measure, oak. 

40,200 feet, board-measure, pine. 

23,400 pounds iron. 


Spraker's aqueduct. 


341 cubic yards masonry. 

1,298 cubic yards masonry, face-work 

14 cubic yards masonry, coping. 

25,300 feet, board-measure, hemlock . 

255,350 feet, board-measure, oak. 

40,200 feet, board-measure, pine. 

23,400 pounds iron. 


Auriesville aqueduct. 

326 cubic yards masonry... 

1,035 cubic yards masonry. 

11 cubic yards masonry, coping. 

22.650 feet, board-measure, hemlock. 

217,800 feet, board-measure, oak. 

34,200 feet, board-measure, pine. 

19,950 pounds iron.. 


Schoharie Creek aqueduct. 

2,581 cubic yards masonry. 

3,747 cubic yards masonry. 

59 cubic yards masonry, coping. 

775,000 feet, board-measure, oak. 

134,000 feet, board-m^isure, pine. 

77,350 pounds iron. 

5,476 cubic yards bridge-masonry. 

4,620 linear feet, 33 road-bridges. 

280 linear feet, 2 road-bridges. 

Do. 

220 cubic yards masonry, arch-culvert. 

12,000 feet, board-measure, hemlock timber_ 

5,000 feet, board-measure, plank. 

100 pounds iron spikes and nails. 

220 cubic yards masonry, arch-culvert. 

12,000 feet, board-measure, hemlock timber- 

5,000 feet, board-measure, hemlock plank. 

100 pounds spikes and nails. 

200 cubic yards masonry, arch-culvert. 

10,000 feet, board-measure, hemlock timber- 

4,000 feet, board-measure, hemlock plank.. 

100 pounds spikes and nails. 

200 cubic yards masonry, arch-culvert. 

10,000 feet, board-measure, hemlock timber- 

4,000 feet, board measure, hewilock plank. 

100 pounds iron spikes and nails.... 

* 

740 cubic yards masonry in waste-weir. 

166,900 feet, board-measure, hemlock timber ... 

34.000 feet, board-measure, hemlock plank. 

500 pounds iron spikes and nails.. 


Price. 


Amount. 


per cu. yd. 

.do_ 

.do_ 


75 

50 

50 


$298, 382 00 
73,139 00 
15, 550 00 


..per cu. yd. 

.do_ 

.do_ 

per 1,000 ft 

.do_ 

.do_ 

.per lb. 


..per cu. yd. 

...-do.... 

.do_ 

.per 1,000 ft. 

..do_ 

.do_ 

.per lb. 


.per cu. yd 

.do- 

.do- 

per 1,000 ft. 

.do_ 

.do- 

.per lb. 


..per cu.yd. 

.do.'... 

.do- 

per 1,000 ft. 

.do- 

.do- 

..per lb. 


.. per cu. yd. 

.do- 

.do_ 

per 1,000 ft 

.do_ 

..per lb 


4 

00 

1,364 

00 

9 

00 

11,682 

00 

13 

00 

169 

00 

20 

00 

506 

00 

60 

00 

15, 321 

00 

45 

CO 

1,800 

00 


06 

1, 404 

00 

4 

00 

1,364 

00 

9 

00 

11,682 

00 

13 

00 

169 

00 

20 

00 

506 

00 

60 

00 

15, 321 

00 

45 

00 

1,609 

00 


06 

1,404 

00 

4 

00 

1,364 

00 

9 

00 

11, 682 

00 

13 

00 

182 

00 

20 

00 

506 

00 

60 

00 

15, 321 

00 

45 

00 

1,809 

00 


06 

1, 404 

00 

4 

00 

1, 304 

00 

9 

00 

9, 315 

00 

13 

00 

143 

00 

20 

00 

453 

00 

60 

00 

13, 068 

00 

45 

00 

1,539 

00 


06 

1,197 

00 

4 

00 

10, 324 

00 

9 

00 

33, 723 

00 

13 

00 

767 

00 

60 

00 

46, 500 

00 

45 

00 

6, 030 

00 


06 

4, 641 

00 


..per cu. yd 
..per lin. ft 

.do_ 

.do_ 

..per cu. yd 
per 1,000 ft. 

.do- 

.per lb 

..per cu. yd 
per 1,000 ft 

.do_ 

.per lb. 


8 

00 

43, 808 

00 

25 

00 

115, 500 

00 

28 

00 

7, 840 

00 

38 

00 

10, 640 

00 

9 

00 

1, 980 

00 

20 

00 

240 

00 

20 

00 

100 

00 


06 

6 

00 

9 

00 

1,980 

00 

20 

00 

240 

00 

20 

00 

100 

00 


06 

6 

00 


. per cu. yd. 
per 1,000 ft 

.do- 

.per lb. 


9 00 
20 00 
20 00 
06 


1, 800 00 

200 00 

80 00 

6 00 


.per cu. yd 
per 1,000 ft. 

.do — 

.per lb. 


9 00 
20 00 
20 00 
06 


1, 800 00 

200 00 

80 00 

6 00 


.per cu. yd. 
per 1,000 ft 

.do_ 

.per lb 


9 00 
20 00 
45 00 
06 


6, 660 00 
3, 338 00 
1, 530 00 
30 00 


155 


Total. 


$1,194,767 0» 


32, 246 OO 


32, 255 00 


32,268 00 


27, 019 OO 


101, 985 0G» 


177, 788 00 


2, 326 00- 


2, 326 00 


2, 086 OO 


2, 086 00 


11, 558 00 


























































































156 


NAVIGATION OF THE MISSISSIPPI RIVER. 


Estimated cost of section from Fort Plain, $rc. —Continued. 


Quantities and items. 


635 cubic yards masonry in waste-weir 

20, 000 feet, board-measure, oak timber. 

181,800 feet, board-measure, hemlock. 

41,000 feet, board-measure, pine. 

600 pounds iron spikes and nails. 

750 cubic yards masonry in waste-weir_ 

25,000 feet, board-measure, oak timber. 

42,000 feet, boaro-measure, pine. 

184,000 feet, board-measure, hemlock. 

600 pounds iron spikes and nails. 

Small waste-weirs. 


12 cubic yards masonry. 

2,000 feet, board-measure, pine. - 
50 pounds iron spikes and nails. 

12 cubic yards masonry . 

2,000 feet, board-measure, pine.. 
50 pounds iron spikes ana nails. 

12 cubic yards masonry. 

2,000 feet, board-measure, pine.. 
50 pounds iron spikes and nails. 


Carried forward 


..per cu. yd 
per 1,000 ft 

.do_ 

.do- 

.per lb. 

..per cu. yd 
per 1,000 ft 

.do_ 

.do ... 

..per lb 


..per cu. yd 
.per 1,000 ft 
.per lb 

. per cu. yd 
per 1,000 ft. 
.per lb. 

..per cu. yd 
.per 1,000 ft. 
.per lb 


Price. 

Amount. 

$9 00 

$5,715 00 

60 00 

1,200 00 

20 00 

3,636 00 

45 00 

1,845 00 

06 

36 00 

9 00 

6,750 00 

60 00 

1, 500 00 

45 00 

1,890 00 

20 00 

3, 680 00 

06 

36 00 

6 70 

72 00 

45 00 

90 00 

06 

3 00 

6 00 

72 00 

45 00 

90 00 

06 

3 00 

6 00 

72 00 

45 00 

90 00 

06 

3 00 






Total. 


$12, 432 00 


13, 856 00 


165 00 

165 00 

165 00 
7, 409, 123 00 


Estimated cost of section from lock 29, station 1959 -|- 60, to lock 23, station 2928 -f- 63. 


Quantities and items. 


Brought forward. 

2,244,500 cubic yards earth-excavation. 

42,000 cubic yards rock-excavation. 

112,400 cubic yards puddling. 

148,332 cubic yards slope-wall. 

137,144 cubic yards lining. 

26,918 cubic yards graveling, tow-path. 

Port Jackson aqueduct. 

557 cubic yards masonry. 

435 cubic yards masonry, face-work. 

663 cubic yards masonry, concrete. 

6 cubic yards masonry, coping . 

11,600 feet, board-measure, hemlock. 

Philips aqueduct. 


326 cubic yards masonry.. 

1,035 cubic yards masonry, face-work. 

12 cubic yards, masonry, coping. 

21,650 feet, board-measure, hemlock.. 

217.800 feet, board-measure, oak. 

34,200 feet, board-measui’e, pine. 

19,950 pounds iron spikes and nails, &c. 

Sansai Kill aqueduct. 

288 cubic yards masonry. 

771 cubic yards masonry, face-work. 

10 cubic yards masonry, coping. 

18,050 feet, board-measure, hemlock.. 

157,700 feet, board-measure, oak. 

24.800 feet, board-measure, pine .. 

14,500 pounds iron. 

2,520 linear feet, 18 road-bridges. 

280 linear feet, 2 road-bridges .. 

3,080 cubic yards bridge-masonry .. 

455 cubic yards culvert-masonry. 

35.000 feet, board-measure, hemlock. 

100 pounds spikes and nails.. 


per cu. yd 

.do*.. 

.do .. 

.do... 

.do... 

.do... 


Price. 


$0 28 
1 00 
30 
1 75 
50 
50 


. .per cu. yd 

.do — 

.do- 

.do_ 

per 1,000 ft. 


4 00 
9 00 

5 00 
13 00 
20 00 


..per cu. yd 

.do_ 

.do_ 

.per 1,000 ft 

.do_ 

..do- 

.per lb 


4 00 
9 00 
13 00 
20 00 
60 00 
45 00 
06 


.per cu. yd 

-do.... 

.do... 

per 1,000 ft 

.do_ 

.do- 

.per lb 


4 00 
9 00 
13 00 
20 00 
60 00 
45 00 
06 


per lin. ft 
-do... 


per cu. yd 


25 00 
35 00 
8 00 


.. per cu. yd 
per 1,000 ft 
.per lb 


9 00 
20 00 
06 


Amount. 


Total. 


7, 409, 123 00 


$628, 460 00 
42, 000 00 
33, 720 00 
259,581 00 
68, 572 00 
13, 459 00 


2,228 00 
3,915 00 
3, ^15 00 
78 00 
232 00 


1, 304 00 
9,315 00 
156 00 
433 00 
13,068 00 
1.539 00 
1,197 00 


1,152 00 
6, 939 00 
130 00 
361 00 
9, 462 00 
1, 116 00 
870 00 


63, 000 

00 

9, 800 

00 

24, 640 

00 

4, 095 

00 

700 

00 

6 

00 


1, 045, 792 00 

9,768 00 

27, 012 00 

20, 030 00 

97, 440 00 

4,801 00 



























































































NAVIGATION OF THE MISSISSIPPI RIVER, 


157 


From lock 29, station 1959 -f- 60, to lock 23, —Continued. 


Quantities and items. 


380 cubic yards culvert-masonry. 

25,000 feet, board-measure, hemlock . 
100 pounds spikes and nails. 

195 cubic yards culvert-masoury ... 
10,700 feet, board-measure, hemlock . 
50 pounds spikes and nails. 

195 cubic yards culvert-masonry... 
10,700 feet, board-measure, hemlock 
50 pounds spikes and nails.. 

300 cubic yards culvert-masonry — 
20,000 feet, board-measure, hemlock 
100 pounds spikes and nails.. 

300 cubic yards culvert-masonry_ 

20,000 let t, board-measure, hemlock 
100 pounds spikes and nails. 


Carried forward 


Price. 


i 


per cu. yd. 
per 1,000 ft. 
.per lb. 


$9 00 
20 00 
06 


per cu. yd. 
per 1,000 ft 
.per lb 

. per cu. yd 
per 1,000 ft. 
.per lb. 


9 00 
20 00 
06 

9 00 
20 00 
06 


. .per cu. yd 
per 1,000 f&. 
.per lb. 


9 00 
20 00 
06 


..per cu. yd. 
.per 1,000 ft. 
.per lb 


9 00 
20 00 
06 


Amount. 

Total. 

$3, 420 00 


500 00 


6 00 



$3, 926 00 

1, 755 00 

214 00 


3 00 

1,972 00 

1, 755 00 

214 00 


3 00 



1,972 00 

2, 700 00 

400 00 


6 00 


— 

3, 106 00 

2, 700 00 


400 00 


6 00 



3,106 00 


8, 628, 048 00 


Estimated cost of section from lock Xo. 23, station 2928 -f- 63, to lock 18, station 4095 -f- 59. 


Quantities and items. 


Brought forward .. j 

2,370,000 cubic yards eaith-excavation.per cu. yd. 

450,000 cubic .yards rock-excavation.do- 

113,400 cubic yards puddling.do- 

12,210 cubic yards vertical wall.do-J 

169,484 cubic yards slope-wall.do-| 

148,000 cubic yards lining.do-j 

32,414 cubic yards graveling, tow-path...do-j 


TJp-per Mohawk aqueduct. 


2,643 cubic yards masonry, foundation and backing.per cu. yd. 

2,749 cubic yards masonry, lace-work. do- 

50 cubic yards masonry, coping ..do 

745,150 feet oak, board-measure.per 1,000 ft. 

129,200 feet pine, board-measure....do- 

74,350 pounds iron.per lb., 

1,259 cubic yards rock-excavation.per cu. yd. 


Lower Mohawk aqueduct. 


1,334 cubic yards masonry, foundation and backing.per cu. yd j 

4,239 cubic yards masonry, face-work.do... 

76 cubic yards masonry, coping.do- 

1,266,700 feet oak, board-measure..per 1,000 ft 

219,600 feet pine, board-measure.da- 

126,400 pounds iron . .per lb. 

566 cubic yards rock-excavation....per cu. yd 


4,200 linear feet, 30 road-bridges.per lin. ft. 

560 linear feet, 4 road-bridges.do- 

140 linear feet, 1 road-bridge.do- 

140 linear feet, 1 road-bridge.. ..do.... 

140 linear feet, 1 road-bridge. .do- 

140 linear feet, 1 road-bridge.— do- 

140 linear feet, 1 railroad-bridge.do- 

140 linear feet, 1 railroad-bridge.do.... 

7,220 cubic yards bridge-masonry.per cu. yd. 


195 cubic yards culvert-masonry.per cu. yd. 

14,000 feet hemlock, board-measure.per 1,000 it. 

50 pounds spikes and nails.P er 16. 


915 cubic yards arch-culvert masonry.per cu. yd. 

43,400 feet hemlock, board-measure.per 1,000 ft. 

200 pounds spikes and nails.P er 

890 cubic yards arch-culvert masonry.—......-per cu. yd 

42,000 feet hemlock, board-measure..per 1,000 ft. 

200 pounds spikes and nails.P er lb. 

195 cubic yards arch-culvert masonry.per cu. yd. 

14,000 feet hemlock, board-measure..per 1,000 ft. 

50 pounds spikes and nails.P ei ' 


Price. 


$0 28 
1 00 
30 
5 00 
1 75 
50 
50 


4 00 
9 00 
13 00 
60 00 
45 00 
06 
2 00 


4 00 
9 00 
13 00 
60 00 

45 00 
06 

2 00 

25 00 

34 00 
42 00 

46 00 
75 00 
80 00 

35 00 
100 00 

8 00 

9 00 
20 00 
06 

9 00 
20 00 
06 

9 00 
20 00 
06 

9 00 
20 00 
06 


Amount. 


Total. 


$663, 600 00 
450,000 00 
34,020 00 
61,050 00 
296, 597 00 
74, 000 00 
16,207 00 


10, 572 00 
24,741 00 
650 00 
44, 709 00 
5,814 00 
4, 461 00 
2, 590 00 


3, 628, 048 00 


1, 595, 474 00 


-1 93,537 00 


5, 336 
38, 151 
988 
76, 002 
9, 882 
7,584 
1,132 

105, 000 
19, 040 

5, 880 

6, 440 
10, 500 
11,200 

4, 900 
14, 000 
57, 760 

1, 755 
280 
3 


139, 075 00 



234, 720 00 


2,038 00 


-9,115 00 


8. 862 00 


2,038 00 































































































158 


NAVIGATION OF THE MISSISSIPPI RIVER 


From lock No. 23, station 2928+63, to lock 18, <fc.—Continued. 


Quantities and items. 

Price. 

1 Amount. 

Total. 

192 cubic yards box-culvert masonry. 

14,000 feet of hemlock, board-measure.. 

50 pounds spikes and nails. 


$4 00 
20 00 
06 

$768 00 
280 00 

3 00 

$1, 051 00 

1, 958 00 

1, 051 00 

6, 228 00 

1, 662 00 

i 

111 00 

195 cubic yards arch-culvert masonry. 

10,000 feet hemlock, board-measure. 

50 pounds spikes and nails. 


9 00 
20 00 
06 

1, 755 00 
200 00 

3 00 

192 cubic yards box-culvert masonry. 

14,000 feet hemlock, board-measure. 

50 pounds spikes and nails. 

_per 1,000 ft. 

4 00 
20 00 
06 

768 00 
280 00 

3 00 

448 cubic yards masonry in waste-weir. 

34 800 feet oak timber and plank, board-measure_ 

1,800 pounds iron spikes, nails, &c. 

.per cu. yd 

_per 1,000 ft 

9 00 
60 00 
06 

4, 032 00 
2, 088 00 
108 00 

128 cubic yards masonry in waste-weir. 

8,300 feet oak timber and plank, board-measure_ 

200 pounds iron spikes and nails. 


9 00 
60 0) 
06 

1,152 00 
498 00 
12 00 

1,800 feet oak, waste-weir of wood, board measure... 
50 pounds iron spikes and nails. 

_per 1,000 ft. 

60 00 
06 

108 00 

3 00 





Carried forward_ _ 




10, 724, 968 00 





Estimated cost of section from lock 18 , station 4095+59, to lock 13, station 4157+71. 


Quantities and items. 

Price. 

Amount. 

Total. 

Brought forward. 



$10, 724, 968 00 

190,171 00 
6,880 00 

14,980 00 

152.800 cubic yards earth-excavation.per cu. yd 

94,000 cubic yards rock-excavation.do_ 

9,482 cubic yards vertical wall.do_ 

1,860 cubic yards slope-wall.do_ 

3,718 cubic yards lining.do_ 

1 726 cubic yards graveling, tow-path.do_ 

860 cubic yards masonry in bridge-abutments.per cu. yd. 

$0 28 

1 00 

5 00 

1 75 
50 
50 

8 00 
25 00 
39 00 
43 00 

$42, 784 00 
94, 000 00 
47, 410 00 
3, 255 00 

1, 859 00 
863 00 


140 linear "feet, 1 road-bridge_.."per lin. ft. 

140 linear feet, 1 road bridge.do_ 

140 linear feet, 1 road-bridge.do... 

Carried forward. . 

3, 500 00 

5, 460 00 

6, 020 00 


10,936, 999 00 





Estimated cost of section from lock 13, station 4157+71, to lock 3, station 4270+8, Troy. 


Quantities and items. 


Brought forward... 

52.500 cubic yards earth-excavation.per cu. yd 

132,600 cubic yards rock-excavation..do_ 

10.500 cubic yards puddling.do_ 

13,544 cubic yards slope-wall.do_ 

11,608 cubic yards lining .do_ 

3,124 cubic yards graveling, tow-path.do... 

280 linear feet, 2 bridges, superstructure.per lin. ft 

140 linear feet, 1 bridge, superstructure.do_ 

140 linear feet, 1 bridge, superstructure.do... 

744 cubic yards bridge-masonry.per cu. yd 

195 cubic yards arch-culvert masonry.do_ 

10.800 feet hemlock, board-measure.per 1,000 ft. 

50 pounds iron, spikes and nails.per lb 

330 cubic yards arch-culvert masonry.per cu. yd 

16, 500 feet hemlock timber and plank, board-measure. ..per 1,000 ft 
50 pounds spikes and nails .per lb. 

1.800 feet oak in waste-weir, board-measure.per 1,000 ft 

50 pounds iron spikes and nails.per lb 

36 cubic yards masonry in waste-weir.per cu. yd 

4,900 feet oak, board-measure..per 1,000 ft 

50 pounds spikes and nails.per lb 


Carried forward. 


Price. 


$0 28 
1 00 
30 
1 75 
50 
50 

25 00 
35 00 
45 00 
6 00 
9 00 
20 00 
06 

9 00 
20 00 
06 

60 00 
06 

9 00 
60 00 
06 


Amount. 


132, 

3, 

23, 

5, 

1 , 

7 , 

4, 

6 , 
4, 
1 , 


700 00 
600 00 
150 00 
702 00 
804 00 
562 00 


000 00 
900 00 
300 00 
464 00 
755 00 
216 00 
3 00 


2 , 


970 00 
330 00 
3 00 

108 00 
3 00 


Total. 


324 00 
294 00 
3 00 


$10, 936, 999 00 


181, 518 00 


24, 638 00 


3, 303 00 


111 00 


621 00 


11,147,190 00 






































































































NAVIGATION OF THE MISSISSIPPI RIVER. 159 

From lock 3, station 4270+08, at Troy, to station 4612+61, lower lock-gate, Albany. 


Quantities and items. 


Brought forward. 

1,013.600 cubic yards earth-excavation 
117,600 cubic yards rock-excavation ... 

40.400 cubic yards puddling. 

80,200 cubic yards vertical wall. 

20,000 cubic yards lining. 

9,300 cubic yards graveling, tow-path . 


per cu. yd. 

.do_ 

.do_ 

.do_ 

.do_ 

-do_ 


1,400 linear feet, 10 road-bridges.per lin. ft 

1.54n linear feet, 11 road-bridges.do_ 

140 linear feet, 1 road-bridge.do_ 

140 linear feet, 1 road-bridge.do."'.. 

140 linear feet, 1 railroad-bridge.do_ 


4+24 cubic yards bridge-masonry.per cu. yd 

470 cubic yards arch-culvert masonry.do 

22.500 feet hemlock timber and plank, board-measure_per 1,000 ft 

100 pounds iron, spikes and nails.per lb. 

348 cubic yards arch-culvert masonry.per cu. yd 

14.500 feet hemlock timber and plank, board-measure_per 1,000 ft. 

100 pounds spikes and nails .per lb 

42 cubic yards box-culvert masonry.per cu. yd 

6.000 feet hemlock timber and plank, hoard-measure_per 1,000* ft. 

50 pounds spikes and nails.per lb. 

68 cubic yards arch-culvert masonry.per cu. yd 

6.000 feet, hemlock timber and plank, board-measure_per 1,000 ft 

50 pounds spikes and nails.per lb 


134 cubic yards arch-culvert masonry.per cu. yd. 

11,000 feet hemlock timber and plank, board-measure . ..per 1,000 ft 
50 pounds spikes and nails.per lb. 

788 cubic yards masonry, culvert and waste-weir.per cu. yd 

46,000 feet hemlock timber and plank, board-measure . ..per 1,000 ft 

28,000 feet oak timber and plank, board-measure. do_ 

20,000 feet pine plank, board-measure.do_ 

500 pounds spikes and nails.per lb 


Waste-weir. 


4,500 feet oak timber and plank, board-measure.per 1,000 ft 

100 pounds spikes and nails.per lb. 


Removing Troy weigh-lock 
Total. 


Price. 

Amount. 



$0 28* 

$283, 808 00 

1 00 

117,600 00 

30 

12, 120 00 

5 00 

446, 000 00 

30 

10, 000 00 

50 

4, 650 00 

25 00 

35, 000 00 

39 00 

60,060 00 

46 0;) 

6, 440 00 

67 00 

9, 380 00 

70 00 

9, 800 00 

8 00 


9 00 

4, 230 00 

20 00 

450 00 

06 

6 00 

9 00 

3, 132 00 

20 00 

290 00 

06 

6 00 

4 00 

168 00 

20 00 

120 00 

06 

3 00 

9 00 

612 00 

20 00 

120 00 

06 

3 00 

9 00 

1, 206 00 

20 00 

220 00 

06 

3 00 

9 00 

7, 092 00 

20 00 

920 00 

60 00 

1, 680 00 

45 00 

900 00 

06 

30 00 

60 00 

270 00 

06 

6 00 








Total. 


^11,147,190 00 


874, 178 00 

120, 680 00 
39, 392 CO 

4, 686 00 

3, 428 00 

291 00 

735 00 

1, 429 00 

10, 622 00 

276 00 
700 00 


12, 203, 607 00 


Estimate of lock No. I, Erie Canal, 15£ feet lift. 


Quantities and items. 


Grubbing and clearing. 

Bailing and draining. 

11,300 cubic yards earth-excavation. 

500 cubic yards embankment. 

100 cubic yards lining. 

120 cubic yards puddling-earth. 

170 cubic yards loose stone. 

120 cubic yards vertical wall, in cement . 

120 cubic yards vertical wall, dry. 

4,525 cubic yards masonry in lock-walls . 

350 cubic yards concrete-masonry.. 

47,600 feet, b. m., white-oak timber, &c... 
18 300 feet, b. m., white-pine timber, &c .. 

186.000 feet, b. m., hemlock . 

19,000 linear feet bearing-piles, delivered 
18,000 linear feet bearing-piles, driven ... 

16 500 pounds wrought iron. 

8,500 pounds cast iron. 

4,100 pounds spikes and nails. 

Sulphur and sand cement'.. 

Painting gates... 

100 linear feet snubbing-posts. 


Price. 


..per cu. yd 

.do... 

.do... 

.do... 

.do... 

.do... 

.do... 

.do... 

.do ... 

per l,00(f ft 

.do... 

.do... 

..per lin. ft 

.do... 

.per lb 

.do... 

.do... 


$0 


1 

6 

3 

13 

5 

60 

45 

20 


per lin. ft 


28 

28 

50 

30 

50 

00 

00 

00 

00 

00 

00 

00 

15 

10 

12 

08 

06 


60 


Amount. 


$200 

00 

7, 000 

00 

3, 164 

00 

140 

00 

50 

00 

36 

00 

255 

00 

720 

00 

360 

00 

58, 825 

00 

1, 750 

00 

2, 856 

00 

823 

50 

3, 720 

00 

2, 850 

00 

1, 800 

00 

1,980 

00 

680 

00 

246 

00 

100 

00 

30 

00 

60 

00 


Total. 


$87, 645 50 






















































































160 


NAVIGATION OF THE MISSISSIPPI FIVER. 


Estimate of lock No. 15, Erie Canal , 10 feet lift. 


Quaatities aud items. 

Price. 

, Amount. 

Total. 

Grnhhinv and clearing___________ 


$200 00 

2, 500 00 
1,820 00 

3, 500 00 
420 00 

75 00 
120 00 
255 00 
720 00 
420 CO 
43, 264 00 
! 1, 750 00 

2, 538 00 
769 50 

3, 484 00 
1, 440 00 

680 00 
246 00 
100 00 
30 00 
60 00 

$64,391 50 

Bailing and draining. 


6.500 cubic yards excavation of earth .per cu. yd.. 

3.500 cubic yards excavation of slate-rock.do_ 

1.500 cubic yards embankment...do_ 

150 cubic yards lining.do_ 

400 cubic yards puddling-earth.do- 

170 cubic yards loose stone.do_ 

120 cubic yards vertical wall, in cement.do_ 

140 cubic yards vertical wall, dry.do .. 

3,32b cubic yards masonry in lock-walls.do_ 

350 yards concrete-masonry. do_ 

42,300 feet, board-measure, white-oak timber, &c.per 1,000 ft.. 

17.100 feet, board-measure, white-pine timber, &c.do... 

174.200 feet, board-measure, hemlock timber, &c.do_ 

12,000 pounds wrought iron.per pound.. 

8.500 pottnds cast iron.do_ 

4.100 pounds spikes and nails.do_ 

Sulphur and sand cement. 

$0 28 
1 00 
28 
50 
30 
1 50 
6 00 
3 00 
13 00 
5 00 
60 00 
45 00 
20 00 
12 
08 
06 

Painting..... 


100 linear feet snubbing-posts.per lin. ft.. 

60 


Estimate of lock No. 39, Erie Canal , 10y- feet lift. 

Quantities and items. 

Price. 

Amount. 

Total. 

Grubbing and clearing. 


$200 00 

3, 000 00 
11, 800 00 

280 00 
50 00 
30 00 
220 00 
255 00 
720 00 
390 00 
45, 435 00 

1, 750 00 

2, 682 00 
774 00 

4, 028 00 

1, 440 00 

680 00 
246 00 
100 00 
30 00 
60 00 

$74,170 00 

Bailing and draining. 


11.800 cubic yards rock-excavation, with blasting.per cu. yd.. 

1,000 cubic yards embankment.do_ 

100 cubic yards lining. .do_ 

100 cubic yards puddling-earth.do... 

110 cubic yaids slope-wall aud paving.do_ 

170 cubic yards loose stone .. do_ 

120 cubic yards vertical wall,in cement.do... 

130 cubic yards vertical wall, dry .do_ 

3,495 cubic yards masonry in lock-walls.do_ 

350 cubic yards concrete-masonry .do_ 

44,700 feet, board-measure, white-oak timber, &c.per 1,000 ft.. 

17,200 feet, board-measure, white-pine timber.do_ 

201,400 feet, board-measure, hemlock timber.do_ 

12.000 p mnds wrought iron.per pound.. 

8,500 pounds cast iron.do_ 

4.100 pounds spikes and nails.do_ 

Sulphur and sand cement .. 

Painting... 

$1 00 
28 
50 
30 

2 00 

1 50 

6 00 

3 00 
13 00 

5 00 
60 00 
45 00 
20 00 
12 
08 
06 

100 linear feet snubbing-posts.per lin. ft.. 

60 


Estimated cost of lock No. 44, Erie Canal , 10^ feet lift. 

Quantities and items. 

Price. 

Amount. 

Total. 

4 

Grubbing aud clearing. 


$200 00 
1,500 00 

2, 576 00 
336 00 
60 00 
39 00 
200 00 
255 00 
720 00 
480 00 
44, 525 00 
1,750 00 

2, 700 00 
774 00 

3,696 00 

2,850 00 
1,600 00 

1,440 00 
6o0 00 
246 00 
100 00 
30 00 

60 00 

$66, 817 00 

Bailing and draining. 


9.200 cubic yards excavation of earth.per cu. yd.. 

1.200 cubic yards embankment.do_ 

120 cubic yards lining.do_ 

130 cubic yards puddling-earth.do... 

100 cubic yards slope-wall and paving.do ... 

170 cubic yards loose stone.do_ 

120 cubic yards vertical wall, in cement.do... 

160 cubic yards vertical wall, dry.do... 

3 425 cubic yards masonry in lock-walls.do... 

350 cubic yards concrete-masonry a .do.. 

45,000 feet, board-measure, white-oak timber. &c.per 1,000 ft. 

17.200 feet, board-measure, white-pine timber..do... 

184,800 feet, board-measure, hemlock timber.do 

19,000 linear feet bearing-piles, delivered.per lin. ft.. 

16,000 linear feet bearing-piles, driven.do 

12,000 pounds wrought-iron.per pound 

8,500 pounds cast iron. do 

4,100 pounds spikes aud nails .do 

Sulphur and sand cement..•. 

$0 28 
28 
50 
30 

2 00 

1 50 

6 00 

3 00 
13 00 

5 00 
60 00 
45 00 
20 00 
15 
10 
12 
08 
06 

Painting. 


100 linear feet snubbing-posts.per lin. ft.. 

60 





































































































NAVIGATION OF THE MISSISSIPPI RIVER. 

Erie Canal locks and their cost. 


1G1 


Number. 


1 

2 


Troy C 
side-cut. i 
3 


4 

5 

6 

7 

8 
9 

10 

11 

12 

13 

14 

15 


16 

17 

18 

19 

20 
21 
22 
23 


2G 

27 

28 

29 

30 


31 


32 

33 

34 

35 

36 

37 

38 | 


39 

40 | 

41 

42 

43 

44 

45 

46 


Lift-lock, 15 h feet lift . 
Lift-lock, 9J feet lift... 
Lower lock, 13 feet lift 
Upper lock, 11 feet lift 
Lift-lock, 111 feet lift . 

.do. 

Lift-lock, lOf; feet lift.. 
Lift-lock, 10 feet lift... 

.do. 

.do... 

.do. 

.do. 

.do. 

.do. 

.do. 

.do. 

.do. 

.do.. 

.do. 

Lift-lock, 10J feet lift.. 
Lift-lock, 3£feet lift... 
Lift-lock, 10 feet lift... 
Lift-lock, 11£ feet lift.. 

.do. 

Lift-lock, 8 feet lift_ 

.do. 

.do. 

.do.. 

.do. 

.do. 

Lift-lock, ~h feet lift_ 

Lift-lock, 10^ feet lift... 

Lift-lock, 6 feet lift_ 

Lift-lock, 8 feet lift_ 

Lift-lock, 6 feet lift_ 

Lift-lock, 8 feet lift_ 

.do.. 

Lift-lock, 10 feet lift_ 

.do.. 

Lift-lock, 91 feet lift_ 

Lift-lock, 10| feet lift... 

Lift-lock, 8 feet lift. 

.do. 

.do.. 

.do. 

Lift-lock, 101 feet lift... 

.do. 

Lift-lock, 3 feet lift. 

Total.. 


Locks. I Amount. 


$87, 645 50 

63, 655 00 
78, 377 50 
71,136 50 
68,991 50 

66, 840 00 

67, 045 00 

69.147 50 
67,863 50 
63,215 50 

64, 438 50 
62, 575 50 
70, 816 00 

68, 680 00 

64, 628 50 

63.147 50 
64,391 50 
62, 799 00 

65, 908 50 
68, 369 50 

59, 079 00 
67,227 50 

72, 168 50 

66, 984 50 

60, 218 00 
60, 362 00 
60, 279 00 
61,294 00 
56, 453 00 

60, 376 00 
52,904 00 

62, 742 00 
50,189 00 

56, 095 00 
52, 349 00 
58, 025 00 

57, 484 00 

63, 958 50 

73, 665 50 
71,283 00 
74,170 00 
57, 448 00 
57, 749 00 

61, 777 00 
61, 627 00 
66,817 00 

67, 864 00 
48,408 00 


3, 078, 668 00 


ONEIDA SHIP-CANAL—ERIE-CANAL SECTION. 

Protection-wall on the Mohawk Elver. 


Quantities and items. 

Price. 

Amount. 

Total. 

11,476 cubic yards, from Eome to Little Falls.per cu. yd.. 

63.2~2 cubic yards, from Little Falls to the Upper Mohawk aque¬ 
duct ..per cu. yd.. 

30,000 cubic yards, from the Upper Mohawk aqueduct to lock No. 
18, near Cohoes.per cu. yd.. 

$1 75 

1 75 

1 75 

$20, 083 

110, 726 

52, 500 

$183, 309 



Detailed estimate of Fish Creek feeder. 


Quantities and items. 

« 

Price. 

Amount. 

Total. 

11 miles grubbing and clearing. 

11 miles bailing and draining. 

920,000 cubic yards earth-excavation. 

1,000 cubic yards rock-excavation. 

610,000 yards embankment. 

H. Ex. 49 11 


$400 00 
100 00 
20 

1 00 
25 

$4,400 
1,100 
184, 000 
1,000 
152, 500 























































































































162 


NAVIGATION OF THE MISSISSIPPI RIVER 

Detailed statement of Fish Creek feeder —Continued. 




Quantities and items. 


5.000 cubic yards lining.per cu. yd.. 

3,000 cubic yards puddling-earth.do- 

2,000 cubic yards slope-wall.do- 

200 cubic yards vertical wall in cement.do- 

800 cubic yards vertical wall, dry..do- 

20,000 feet, board-measure, hemlock timber.per 1,000 ft.. 


Mechanical structures. 


Price. 

Amount. Total. 

$0 50 

$2,500 

30 

900 

2 00 

4,000 

5 00 

1,000 

3 00 

2, 400 

20 00 

400 


$354,2(0 


9 box-culverts. 

Extension of railroad-culverts 

Railroad viaduct. 

Culvert at station 386 . 

East Branch aqueduct. 

Wood Creek aqueduct. 

Canada Creek aqueduct. 

Dam across West Branch. 

Dam across East Branch. 

Culvert at Beaver Creek. 

Bridges. 

Drop into canal. 


each.. 


1, 620 


14,580 ; 
5,857 
939 
2,250 
19,500 
7, 500 l 

4.500 

7.500 I 


3, 750 
2, 700 
5, 050 
1, 950 

76, 076 



430, 276 


Property-damages between Albany and Durhamville. 

ONEIDA SHIP-CANAL ROUTE. 


Items. 

No. acres. 

Price per 
acre. 

Amount. 

Durhamville.-. 

. 


$12,000 00 
4, 281 00 
8, 000 00 

3, 876 00 
3,010 00 
7,128 00 

14, 000 00 
10,289 00 
14, 600 00 
691 00 
4,000 00 
1,721 00 
447, 800 00 
10, 027 00 

29, 500 00 
1.313 00 

50, 000 00 
25. 100 00 
8,416 00 
150, 000 00 
16, 921 00 
21, 800 00 
9. 171 00 
7, 500 00' 
7. 346 00 
96, 600 00 
48, 000 00 
3,500 00 
31, 685 00 

174, 000 00 

4, 256 00 

30, 600 00 
14, 233 00 

9, 800 00 
3,471 00 
93, 400 00 
1, 417 00 
13, 000 00 
190, 700 00 
61,200 00 
21, 000 00 
7. 500 00 

175, 000 00 


42.81 

$100 00 

TTigginsville.... 


38. 76 

100 00 

Now London........ . 


71.28 

100 00 



102. 89 

100 00 

Whitestown. 

Yorkville . 

6. 91 

100 00 


17. 21 

100 00 

Utica... 

Land. 

100. 27 

100 00 

Erankfort... 

Land .. 

13.13 

100 00 

Uion... 

Mohawk. 



Little Falls..... 

84.16 

100 00 

Land..... 

169. 21 

100 00 

Fort Plain. 

Land..... 

91.71 

100 00 

Canajoharie. 

Land... 

73. 46 

100 00 

Fultonville. 

Port Jackson. 



Hoffman’s Ferry. 



Laud. 

316. 85 

100 00 

Schenectady. 

Land. 

42. 56 

100 00 

Upper Aqueduct. 

Land.•_. 

142. 33 

100 00 

Crescent. 

Land. 

34. 71 

100 00 

Cohoes. 

Land. 

14,17 

100 00 

Cohoes to West Troy. 

West Troy.. 



Port Schuyler.. 



Troy Road. 



Land. 

25. 00 

300 00 

Albany .. 

Total. 



1,847, 842 00 

































































































NAVIGATION OF THE MISSISSIPPI RIVER 


1GB 


ONEIDA SHIP-CANAL. 


First summary*—From Durhamville to Albany. 


Specification of estimates for— 

Excavation embankment, puddling slope and vertical walls, culverts, 

aqueducts, bridges, and tow-paths. 

Locks, including side-cut locks at Troy.... 

Protection-walls on Mohawk River. 


$12,203,607 00 
3,078,668 00 
183, 309 00 


15,465,584 00 

Add 10 per cent, for engineering and contingencies_ $1,546,558 40 

Fish Creek feeder. 430,276 00 

Land-damages. 1,847,842 00 

- 3,824,676 40 


Total from Durhamville to Albany. 19,290,260 40 


Summary of the estimates for the construction of the Oneida Ship-Canal from Oswego to 

Albany. 


Estimates. 

Miles. 

Cost of con¬ 
struction. 

Land-dam¬ 

ages. 

Total cost. 

Oswego to Durhamville by the cross-cut line 
and Oneida Lake. 

Durhamville to lower side-cut, Troy, on the 
line of the Erie Canal. 

From lower side-cut, Troy, to lock No. 1, Al¬ 
bany Basin. 

Land-damages: 

Oswego to Durhamville. 

61. 067 

134. 996 

4. 385 

$5, 526, 255 35 

16,107, 857 15 

904, 285 25 

$397,341 50 
1, 583,142 00 
264,700 00 

! 

$24,783,581 25 
430, 276 00 

Durhamville to Troy. 



Troy to Albany._. 



Total . 



200. 448 

22. 538. 397 73 

2 245 183 50 

Fish Crank feeder__ 


Grand total .. 

25,213, 857 25 


Oswego to Durhamville by the Oneida River 
and Oneida Lake. 

Durhamville to lower side-cut, Troy, on the line 
of the Erie Canal. 

From lower side-cut, Troy, to lock No. 1, Al¬ 
bany Basin. 

Land-damages: 

O^WPcrn Dnrham ville .. 

68. 555 

134. 996 

4.385 

4, 509,131 55 

16,107, 857 15 

904, 285 25 

452, 320 50 
1,583, 142 00 
264, 700 00 

23, 821, 436 45 
430, 276 00 

4 

■pnT’hamvillft to THroy _ ..... 



Trnv To A1 hailv. ... .. 



Tnfa.1 .. 



207. 936 

21.521.273 95 

2. 300. 162 50 

TTiah PtaaIt fftpilpr .. 



24, 251, 712 45 



THE CHAMPLAIN SHIP-CANAL ROUTE. 

REPORT OF MR. C. A. FULLER, ASSISTANT ENGINEER. 

United States Engineer Office, 

Oswego , December 18, 1874. 

Sir : In compliance with your instructions of August 3, 1874, I have the honor here¬ 
with to submit a report, with maps, plans, and estimates, on the proposed enlarged 
water-route from the Saint Lawrence River to Troy on the Hudson River. 

This route includes a ship-canal from Caughnawaga, on the Saint Lawrence, to 
Saint John’s, on the Richelieu River; the Richelieu River and Lake Champlain to 
Whitehall, N.'Y.; a ship-canal from Whitehall to Fort Edward, on the Hudson 
River; and slack-water navigation from Fort Edward to Troy. 






















































164 


NAVIGATION OF THE MISSISSIPPI RIVER. 


By the plans and estimates herewith presented, it is contemplated to construct a 
ship-canal from Caughnawaga to the Chambly Canal, a distance of 23.62 miles; to 
enlarge the Chambly Canal to Saint John’s, 8.88 miles ; to deepen the Richelieu River, 
where necessary, between Saint John’s and Rouse’s Point, on Lake Champlain, a dis¬ 
tance of 22 miles; to adopt the present channel through that lake to Whitehall, 111 
miles in length; to construct a new ship-canal from Whitehall to Fort Edward, 24.13 
miles long; and to slack-water the Hudson River thence to Troy, a distance of 39.8 
miles; making the entire distance from the Saint Lawrence River, by the proposed 
route, to tide-water at Troy, 229.43 miles. 

This distance may be divided as follows: 

Miles 

Canal navigation. 56. 63 

River navigation. 61.80 

Lake navigation. 111. 00 


Total.. 229. 43 

Your instructions not contemplating a regular survey of the proposed route, I have 
relied for the data on which my estimates are based on a personal reconnaissance of 
the entire line, and on maps, plans, and reports of surveys previously made, together 
with the results of a jweliminary survey of the line between Whitehall and Fort Ed¬ 
ward, made uuder my direction, during the months of September and October last. 

In this report I propose to divide the subject into four parts, discussing each division 
under its proper head, and submitting estimates of the cost of each part of the work 


separately, to wit: 

Miles. 

1. The Canada division, from Saint Lawrence to Lake Champlain. 54. 50 

2. The Champlain division, from Rouse’s Point to Whitehall... 111.00 

3. The Canal division, from Whitehall to Fort Edward. 24.13 

4. The Hudson River division, from Fort Edward to Troy. 39. 80 


CANADA DIVISION. 

As this division lies without the jurisdiction of the United States it is not expected 
that I should, myself, make any estimates as to the cost of its construction. A descrip¬ 
tion of the jroposed route, together with an estimate of cost, as furnished by the presi¬ 
dent of the canal company, is all I propose to submit under this head. 

For the purpose of making a navigable connection between the Saint Lawrence River 
and the waters of Lake Champlain, a company with the Hon. John Young, of Mon¬ 
treal, as president, was incorporated by special act of the Canadian Parliament in 1870, 
under the title of the “ Caughnawaga Ship-Canal Company,” with a capital of $300,000, 
limited. This company was given full authority to construct the proposed canal, and 
to enter upon and enlarge the Chambly Canal to the desired dimensions. 

Accurate surveys of several lines proposed for this canal had been previously made 
by Mr. J. B. Mills, a distinguished civil engineer, and a report giving his opinion of the 
work, as well as his estimates of its cost, was submitted to the Canadian Government. 
After careful < xamination by several eminent civil engineers, his survey of the route 
was approved and adopted. 

The domicile of the company being at Montreal, I visited that city in August last for 
the purpose of obtaining all possible data with respect to the proposed route. Mr. 
Young, the president of the company, very kindly and courteously gave me such * 
reports, maps, estimates, &c., as he was able to furnish, including a map and protile of 
the route as surveyed and adopted, together with much interesting and valuable ver¬ 
bal information, and also assisted me in a thorough reconnaissance of the route between 
Caughnawaga and Saint John’s. 

The line selected by Mr. Mills appears to have been well located, the natural forma¬ 
tion of the country being remarkably adapted to the purpose. The excavations will 
be comparatively light and mostly in earth, except in the vicinity of the Indian village 
of Caughnawaga, where some rock-cutting will be required. 

The level of the Saint Lawrence River at Caughnawaga is about 29 feet below that 
of Lake Champlain, requiring three locks to attain the summit-level of the canal. 
Two of these are located near the river, with lifts of 9 and 10 feet respectively. The 
third, about eight and one-half miles distant from the river, will have a lift of10 feet. 
The summit-level thus attained is carried to the intersection with the Chambly Canal, 
and thence through that canal to the Richelieu River. 

Five aqueducts, two water-weirs, twenty culverts, and twelve bridges will be re¬ 
quired on this line. 

The prism of the proposed Caughnawaga and enlarged Chambly Canal is to be of the 
same dimensions as those of the enlarged Welland, viz, 100 feet wide at the bottom, 
about 150 feet in width at surface of water, and 13 feet in depth, with locks 270 feet 
by 45 by 12 feet on the lower miter-sills. 











NAVIGATION OF THE MISSISSIPPI RIVEE. 


165 


Mr. Mills’s original estimate was based on the dimensions of the existing Saint Law¬ 
rence canals, viz, locks 200 by 45 feet, with 9 feet on the miter-sills, and amounted in 
the aggregate to $1,814,408 (gold). An estimate, recently made by Walter Shanley. 
esq., an eminent civil engineer, at the request of the Hon. John Young, president of 
the company, and kindly forwarded to me by the latter, makes the amount required 
for the construction of the canal and the enlargement of the Chambly to Saint John’s, 
$5,500,000 (gold). The excess of this estimate over that made by Mr. Mills is due to 
the enlarged dimensions of the proposed canals, as well as to the increased cost of labor 
and materials at the present time over that ruling in the year 1848, the date of Mr. 
Mills’s report. 

Some slight dredging will be required between Saint John’s and Lake Champlain, 
which, as estimated by Mr. Young, will cost about $35,000, making the total cost of the 
Canada division $5,535,000 (gold). 

LAKE CHAMPLAIN DIVISION. 

On this division, viz, from Rouse’s Point to Whitehall, the terminus of the present 
Champlain Canal, the route will follow the natural channel through which, it is 
believed, a depth of not less than 12 feet water can be found. I have not been able to 
obtain accurate soundings through the entire length of this channel from any avail¬ 
able sources of information. The charts published by the United States Coast Survey 
Department give an ample depth of water, so far as they have been furnished. The 
soundings in the basin at Whitehall, the head of the lake, give 12 feet water, and pro¬ 
pellers of that draught have passed through the lake the past season, and arrived at 
the Whitehall pier. Should an increased depth of water be required in any portion of 
the lake-channel, it can be had at comparatively slight expense by dredging. 

The Caughnawaga Canal will depend upon Lake Champlain for its water-supply, 
which will be ample for all the requirements for lockage, evaporation, leakage, &c. 

This lake is fed on the west by the Saranac, Au Sable, Chazy, and Bouquet Rivers, 
and by Lake George ; the latter being about thirty-six miles in length, with a maxi¬ 
mum width of about three miles, and au elevation above the level of Lake Champlain 
of 158 feet. Tiie affluents on the east are Otter Creek, Missisque, La Morelle, and 
Onion Rivers. On the south it is now fed by Wood Creek; but on the completion of 
the proposed canal it will have, in addition, a portion of the -water from the summit- 
level, supplied from the headwaters of the Hudson, which alone would be sufficient 
for the demands for lockage and leakage in the Caughnawaga. The volume received 
from Lake George and the other affluents -will be largely in excess of the amount 
required to cover evaporation, Ac., of both the lake and the canal. 

CANAL DIVISION. 

At Whitehall commences the improvement proper of that portion of the route lying 
within the boundaries of the United States. From this point to Fort Edward, a dis¬ 
tance of 24.13 miles, it is proposed to construct a new canal in connection with the 
improvement of the navigation of a portion of Wood Creek. 

On my first reconnaissance between these two points, my attention was particularly 
directed to the condition and capabilities of the present Champlain Canal, with a view 
to its enlargement. A careful and thorough examination of this canal, throughout its 
entire length, satisfied me that to make it conform to the requirements of a ship-canal 
would involve many changes in its alignment, as well as in its depth and width, to 
enable it to pass vessels drawing 12 feet water. Its summit-level also was apparently 
from 10 to 15 feet higher than it should have been, if properly located, necessitating 
an extra lockage up and down. A further reconnaissance suggested that a better line 
farther to the east, following the valleys of Wood and Little Wood Creeks, might be 
found, provided that the natural summit between thes£ two streams w r as not too high 
for the purpose. This could bo determined only by an instrumental survey ; and not 
being prepared to make such an examination at the time, I thankfully accepted the 
offer of Mr. A Barkley, canal commissioner, that he would have a preliminary line run 
by one of his assistants, and would furnish me with a map and profile of the same. 
This duty, with consent of the State engineer, Mr. Sweet, was very satisfactorily per¬ 
formed by Mr. G. Thomas Hall, civil engineer, under my directions. 

The result of this survey shows that the natural summit between the two creeks 
mentioned is 145 feet above tide-water, or 49 feet above Lake Champlain, and 29 feet 
above the Hudson River, at Fort Edward. 

By making the summit-level of the new canal 135 feet above tide, it will be 12 feet 
lower than that of the Champlain Canal, and it can be attained by means of three 
locks, from the level of Lake Champlain, of 15, 12, and 12 feet lift, respectively. The 
descent to the level of the Hudson will be made by one lock of 17 feet lift. 

The deepest excavation for the bottom of the canal at the summit will be 23 feet, or 
for the tow-path and berme-bank, C feet. 


166 


NAVIGATION OF THE MISSISSIPPI FIVER. 


Accordingly I abandoned tbe idea of enlarging the present Champlain Canal, and 
decided on recommending the construction of a new one in the valleys of these two 
creeks, making use of the creeks themselves for slack-water navigation where feasible. 


LOCATION OF THE CANAL. 

In making the location and estimate on this division, I was compelled to depend 
principally on the map and center-line profile made by Mr. Hall, aided by personal 
knowledge of the nature and characteristics of the country, gained by my reconnais¬ 
sances of the route. 

In locating, I have not confined the alignment strictly to the preliminary line run, 
as the general features of the country permit a change within certain limits, without 
greatly varying the amounts of excavation required. While the estimates are suffi¬ 
ciently accurate for an approximate location, a regular survey of the entire line will 
be required to determine the alignment, as well as the position of the locks, weirs, &c. 
The creeks should also be gauged at different stages of water, from the lowest to the 
highest, that their capacities may be accurately determined. 

With these remarks, I proceed to describe the canal as approximately located. 

Commencing at Whitehall, a lock of the dimensions adopted for this improvement, 
with a lift of 15 feet, will be constructed on the site of the three combined locks of the 
Champlain Canal. In connection with the lock, a dam 1*25 feet in length is to be built, 
extending to the east bank of Wood Creek, its crest being 15 feet above the level of 
Lake Champlain. 

This dam will give the required level to lock No. 14, a distance of 3.83 miles. A ver¬ 
tical wall, extending from the upper end of the west wing-wall of the lock to the first 
cut-off in Wood Creek, will limit the basin or harbor of Whitehall on that side, and 
will afford easy access to the lock. 

From the upper end of this vertical wall, the line will cut off a long bend in the creek. 
Thence, after following the creek for a few hundred feet, a cut will be made across the 
next long bend, and thence the line will follow the channel to near the mouth of Green¬ 
ville River, the waters of which will be utilized to supply in part the requirements of 
lock No. 15 at Whitehall. 

Thence the line follows the general direction of the channel, cutting off projecting 
points where necessary, to the cut-off on which lock No. 14 is located. A lift of 12 feet 
at this lock will raise the canal to the next level, which is continued, following the 
channel of the creek as closely as practicable, a distance of 5.55 miles, to lock No. 13. A 
lift of 12 feet at this lock brings the canal to its summit-level, which is continued to 
lock No. 12 at Fort Edward. 

At a poit near Smith’s Basin, the line leaves Wood Creek, crossing the natural sum¬ 
mit to Little Wood Creek, and entering the latter at a point about three and one-half 
miles from the former. Thence it follows the channel of Little Wood Creek, as closely 
as practicable, to Fort Edward. 

PRISM. 

The prism of the canal will be ICO feetin width at bottom, about 150 feet wide at the 
surface, with 13 feet depth of water. Side slopes in earth-excavation of two horizontal 
to one vertical; in rock-cutting an inclination of one fourth to one. Tow-path and 
berme-banks, 4 feet above the surface-level, 15 feet in width each, with a fall to the 
rear of 1 foot. Exterior slopes the same as those of the interior. In embankments, a 
puddle-w r all 3 feet in thickness will be carried up at the same time the banks are formed, 
extending at least 1 foot above the surface of water in the canal and from 2 to 3 feet 
below the natural surface of the ground, the depth depending upon the nature of the 
soil. 

DAMS. 

One dam is to be constructed at Whitehall, 125 feet long, and about 20 feet high. It 
will be similar in construction to those proposed for the Hudson River division, the 
details of which are given under the appropriate head. 

« 

LOCKS. 

The locks are to be 270 feet between the gate-quoins, and 45 feet in width between 
the side walls at the level of the lower flow-line.* They are to be constructed of dressed 
stone masonry, laid throughout in hydraulic-cement mortar. 

Foundation-timbers in earth, to be of hemlock timber 12 inches square, to reach 
across the lock-pit from out to out of walls to be placed 1 foot apart except at the 
miter-sill platforms, where they will be laid solid. The spaces between the timbers to 
be filled with concrete. 

Two ranges of mud-sills, 12 inches by 12, will also be placed longitudinally under 
each of the side walls. 


NAVIGATION OF THE MISSISSIPPI RIVER. 167 

The miter-sill platform to be made of timber 12 inches square, well jointed and 
secured with wrought-irou screw-bolts 1| inches in diameter. 

I ive puddle-trenches, tor the reception of the sheet-piling, will be laid across the 
foundation. 

The flooring will consist of two courses of pine plank, the lower 3 inches thick, to 
cover the entire foundation-timbers; the upper 2 inches thick, to be laid between the 
side walls of the chamber and at the ends of the lock; to be jointed with a plane and 
wedged up so as to make water-tight joints. 

I he miter-sills to be of white oak, properly squared and dressed with a plane. 

In rock-cutting the foundation-timbers will extend only across the chamber, and 1 
foot under the side walls at each end; the wall being well bedded on concrete. In 
place of puddle-trenches and sheeting-piles, stop-waters of timber, 12 inches wide, will 
be substituted. . 

Masonry .—The chamber walls are to be 10 feet wide at bottom, with counterforts in 
rear (except in rock cuts), projecting 3 feet; 6 feet long in line of wall and about 6 
feet apart. In rock-cutting, the space between the back of the walls and the face of 
the rock to be well filled with concrete, carried up at the same time with the walls. 

The recesses are to be 2 feet 8 inches dee}) at the top, and the walls 11 feet w r ide at 
the bottom, carried up plumb. The chamber and wing walls to have a batter of 1 in 
24. and as a general thing carried up 2 feet above the level of the upper reach. 

There are to be eight chain-wells or man-holes; the wells 2 feet square inside, the 
bottom to slope toward the lock, to prevent the gate-chain, when slack, from lodging 
in them. 

Breast-walls .—The breast-walls, about 7 feet wide at bottom and 3 feet at top, to be 
carried up to within 6 inches of the bottom of the upper reach; to be constructed of 
rubble-masonry and suitably coped. 


LOCK-GATES. 

The gates are to be of solid timber, oak and pine, made to move on a pivot and 
socket, and upon a cast-iron adjustable toe-roller, running on an iron traverse-circle 
and moved by chains and winches. At top they are to be held in place by the usual 
wrought-iron collar arrangement. 

The timber is to be 24 inches thick at bottom, and 20 at top. The top and bottom 
bars, the bar forming the top of the valve opening, and intermediate bars, varying in 
number with the height of the gates, to be of oak, the remainder of pine; so laid as to 
make water-tight joints. To be secured at every point by water-tight dowels, and 
with wrought-iron bolts 2 inches in diameter, extending through from top to bottom. 

The gates will also be strengthened by means of white-oak binders, one on each side 
at both ends, and by horizontal fenders of oak. 

Sluice-gates .—In each of the openings between the loAver bars, which are 2 feet 6 
inches in depth by 8 feet 9 inches in length, will the placed in iron sluice-gates, work¬ 
ing on a horizontal central shaft, and moving by a lifting-screw. 

REGULATING-WEIRS. 

Regulating-weirs, in connection with locks Nos. 12,13, and 14, will be constructed in 
conformity to the general plan of weir herewith submitted; the masonry to be of the 
same quality as that of the locks. 

At lock No. 15 (Whitehall), no weir has been provided for in my estimates. It is 
supposed that the dam, with a crest of 125 feet in length, will, in connection with the 
lock-sluices, be sufficient to provide for all the water in case of a flood in Wood Creek. 
The walls of the lock are to be carried up above flood-height, or about 8 feet above the 
ciest of the dam. 

I have not been able to obtain any data from which to calculate the volume of water 
carried by Wood Creek and Greenville River, in the season of freshets; but from the 
great increase in capacity to be given to the stream by the proposed improvements, I 
am of the opinion that the means now provided will be ample to prevent overflow. 

Whenever a regular survey shall be made of this line, the flow of these streams 
will be determined, and if then proved necessary, a regulating-weir can be placed at 
or near the west side of the lock in question, with a culvert debouching into the basin 
below. 

BRIDGES. 

Fifteen bridges will be required on this divisiou, all but one of which must be swung 
or pivot bridges. Of these, two will be for single-track railroads, viz, one for the Rut¬ 
land Railroad, at Whitehall, and one for a branch of the Rensselaer and Saratoga Rail - 
road at Smith’s Basin. 

The spans of all the pivot-bridges will be 190 feet, carried 10 feet in the clear above 
the level of the tow-path. 


168 


NAVIGATION OF THE MISSISSIPPI RIVER. 


The center pier will be circular, leaving a clear water-way of 65 feet on each side. It 
will be laid, except where the bottom is rock, on a timber and concrete foundation, 
with suitable piling, and carried up with coursed masonry, laid in hydraulic-cement 
mortar; the top to be properly coped with ashlar not less than 15 inches in thickness, 
and provided with a pivot-stone not less than 6 feet square and 2 feet depth of bed. 
On rock-bottom, the bottom of the wall will be bedded on concrete. 

The abutment walls to be of similar class of masonry, and laid where necessary on 
timber and plank foundations. 

The highway bridges will have a roadway of 20 feet, and the tow-path and road- 
bridge the same width, with a span of 75 feet. 

The superstructure, in all cases, to be of iron. 

PROPERTY DAMAGES. 

This item of estimate is comparatively small. No town property of any great value 
will be taken, except at Whitehall, where the requirements of lock No. 15 will render 
the purchase and removal of a block of buildings necessary. A careful valuation has 
been made of these buildings, and the amount thereof, viz, $65,000, given in the 
estimate. Two buildings will be removed at Fort Edward, at an estimated expense of 
$1,500. A portion of the land required belongs to the State of New Yoik; the remainder 
has been valued at from $100 to $500 per acre. 

FORT EDWARD DAM AND FEEDER. 

It was my first intention to supply the summit-level of this canal through the present 
Glen’s Falls feeder; but, on examination, the locks, sluices, and piismof the feeder, 
which is twelve miles in length, were found to be inadequate for the purpose. To 
render this feeder available, it would be necessary to enlarge the sluices in the bulkhead 
of the dam at Glen’s Falls, to construct new regulating-wires and sluices around 
thirteen locks, and to widen and deepen the prism for a distance of twelve miles, 
which, with weir and sluice to connect with the new canal, it is estimated would 
cost $1,106,108. 

The Champlain Canal, it appears, was originally supplied through the Fort Edward 
feeder, of about 4,300 feet in length, the water of the Hudson being raised to the 
desired level by a dam about 30 feet in height and 900 in length. Since the construc¬ 
tion of the Glen’s Fall feeder, an ample supply for the wants of the canal being ob¬ 
tained through that channel, the Fort Edward dam and feeder appears to have been 
used for private purposes. 

I propose, therefore, to build a new dam, at or near the site of the present one, to a 
proper height; and, while making use of the full capacity of the Glen’s Falls feeder, to 
bring the additional quantity of water required through this old feeder to a regulating- 
weir near the lock at its junction with the Champlain Canal; this weir to be of suffi¬ 
cient capacity to pass the supply from both feeders into the next level of the Cham¬ 
plain Canal, a fall of 10 feet, and from thence using the present canal to its 
connection with the new canal, giving the bottom of the latter a fall of 1 foot per mile, 
and, passing over a breast-wall, entering a chamber at the side of the canal; the 
chamber to be 100 feet long, 85 feet wide, and its bottom at the same level as that of 
the canal. 

This dam and feeder, including new vertical walls, and repairs to guard-lock and 
canal, and including also property damages, it is estimated will cost $319,978.80. 

As above remarked, this feeder was originally constructed to supply the Champlain 
Canal, which is 10 feet above the level I intended to use for the purpose. I have no' 
doubt but that a dam of 10 feet less height, with a connecting feeder of 2,500 feet in 
length, could be constructed for much less than the above estimate. 

A survey of the ground can alone determine this question; and none having been 
made with a view to such a location, I am constrained to make my estimate on the 
line of the orignal feeder. 

WATER-SUPPLY. 

The water-supply of the canal is from the Hudson River and from Wood Creek. 
That from the latter, as given by McElroy, is small in comparison with the amount 
required. In the conditions now existing the supply from this creek is less than it will 
be when the affluents are all brought in on the new levels assumed. In my estimate, 
however, I depend only on the quantity as given by him for the Wood Creek quota, 
and obtain the remainder from the Hudson. 

In estimating the requirements of the canal, I have provided for one hundred lock¬ 
ages per day, for a period of two hundred and twenty days. The locks at the summit 
are of 17 and 12 feet lift respectively. It is assumed that the lockage through the 
12-foot lock, with leakages, and the additional supply obtained from Wood Creek below 


NAVIGATION OF THE MISSISSIPPI RIVER. 169 


this lock, and from Greenville River, will he ample for the requirements of lock No. 15, 


which has a life of 15 feet. 

We will then have— 

Cubic feet. 

*270 x 45.7 X 17 = *209,763' X 100 =. 20, 976, 300 

‘270 X 45.5 X l k 2 = 147,420' X 100 =... 14,742, 000 


Cubic feet per day for lockages.J. 35,718,300 

Evaporation, filtration, and leakage. 21, 401,494 


Total required daily. 57,119,794 

Total required per minute..... 39,666 

If or the season, 57,119,794 X 220 = 12,566,354,680 cubic feet. 

To meet this demand we have— 

Quota of Wood Creek.per minute. 6, 671 

Quotaof Glen’s Falls feeder, per State engineer’s report.per minute.23, 375 

Less evaporation and filtration.per minute. 660 

-22,715 

Quota of Fort Edward feeder.per minute. 10,280 


Or total per minute.. 39,666 

The present capacity of the Hudson River to supply this amount is believed to be 
ample. It could be much increased by a proper system of dams and reservoirs at the 
headwaters of that river, to retain the water till required, and at the same time pre¬ 
vent the occurrence of the usual freshets in that river. 

But beyond this, a large additional supply can be obtained by diverting the water 
that now flows into the Saint Lawrence River. 

A careful survey of this region has recently been made by Professor Benedict, and an 
estimate made of the additional quantity of water obtainable by a system of dams and 
lake-reservoirs. 

The amount of water that can be thus supplied over and above that which now 
flows into the headwaters of the Hudson is, as estimated by Professor Benedict, 
60,588,000 cubic feet per day for 220 days, equal to 13,329,360,000 cubic feet, which 
extra supply would be more than the total amount required for the new canal, to wit: 


Cubic feet. 

Extra supply, per Professor Benedict.. 13, 329, 360, 000 

Amount required... 12, 566, 354,680 


An excess of. 763, 005, 320 


The construction of this canal as located will, of course, destroy the present Cham¬ 
plain Canal between Whitehall and Fort Edward, except the portion to be used as a 
feeder. To prevent the flow of water received through the Glen’s Falls feeder from 
passing along the level northerly of its junction with the Champlain Canal, an em¬ 
bankment is provided for in the estimates. 

Boats navigating the Glen’s Falls feeder can make connection with the Hudson 
River through the old canal formerly used for that purpose. The locks and prism 
of this old branch would jjrobably require considerable outlay to render them navi¬ 
gable. 

A large amount of business is done on this feeder, and means should be provided to 
give it an outlet to the river. 

The aggregate amount of estimate for the canal-division, including Fort Edward dam 
and feeder, is $3,776,999.10. 

Estimates in detail are herewith submitted. 


HUDSON RIVER DIVISION. 

This division, extending from Fort Edward to Troy, it is proposed to render naviga¬ 
ble for vessels of 12 feet draught by means of a series of dams and locks and by excava¬ 
tions in the channel of the river where required. 

For the data on which my estimate is based for this portion of the route, I am 
indebted to the courtesy of the State engineer, Mr. Sweet, and his assistants, who have 
given me frequent opportunities to examine the maps and records of the office, and 
have loaned for my use such maps as I deemed would be of assistance to me in prepar¬ 
ing my plans, and have also permitted me to make tracings of such maps as I desired, 
that could not be spared from the office. 

Among the documents received from the State engineer’s office is a very full and 
able report of S. McElroy, esq., C. E., with accompanying maps and profiles, of a sur¬ 
vey made by him in 1866, and submitted to the canal board, New York State canals, 
in February, 1867, by J. P. Goodsell, State engineer and surveyor. 





















170 


NAVIGATION OF THE MISSISSIPPI RIVER. 


This survey was authorized by the State legislature for the purpose of determining 
the practicability of making the Hudson River navigable between Iroy and Fort Ed¬ 
ward, with locks 225 feet long and 25 feet wide, and with stone dams. A channel 8 
feet in depth and 200 feet in width was also contemplated. 

The report and maps give evidence of an elaborate and accurate survey. The river 
was triangulated the entire distance ; frequent cross-sectious and soundings made, and 
levels with check levels taken. The dams and locks were located, and the channel, of 
8 feet in depth, defined. ... 

I have availed myself fully of the valuable information contained m the reported 
results of this survey, and in locating the dams have, as a general thing, given them 
the same height and position as contemplated by Mr. McElroy. 

In view of the large amount of rock-excavation required in the channel, I was in 
hopes that it might be diminished in some degree by giving an increased height to the 
dams, and by that means raising the surface-level of the pools. A study of the subject, 
aided by a reconnaissance of the entire length of the route, showed conclusively that 
no additional height could be given without increasing the overflow of the banks to 
such a degree that long and costly levees would be required for protection. I have, 
therefore adopted his proposed levels, and have estimated for excavation accordingly. 


DAMS. 

The number of dams in this division will be eleven, not including the breast-dams 
with an aggregate lift of 116 feet. 

The following table exhibits their number, height, level above low-tide, and length 
of reaches: 

Dams and locks. 


Number. 

Lift. 

Length. 

Level above 
low-tide at 
Troy. 

Reacb. 

Channel-dis¬ 

tance. 

Remarks. 


Feet. 

Feet. 

Feet. 

Miles. 

Miles. 


1 

14. 25 

1, 100 

14. 25 

. 


State dam at Troy to be raised 1\8. 

2. 

9. 00 

600 

23. 25 

5. 92 

5. 92 

Near site of A. and N. R. R. bridge. 

3. 

8. 50 

567 

31. 75 

1. 96 

7. 88 


4. 

12. 50 

210 

44. 00 

1. 95 

9. 83 


"Breast 


700 

44. 00 


. 


5. 

6. 75 

700 

51. 00 

0. 37 

• 10.20 


TU’PflrSt. . 


320 

51.00 




6. 

10. 25 

1,000 

61.25 

2. 75 

12. 95 

On rock-rift, below Mechanicsville. 

7. 

17. 00 

220 

78. 25 

0.51 

13. 46 

Near Howland’s paper-mill. 

"Breast, (a).. 


330 

78. 25 




Breast, (ft) __ 


280 

78. 25 




Breast, (r)].. 


280 

78. 25 




8....". 

4. 00 

550 

82.25 

1.25 

14.71 

At Stillwater. 

9. 

6. 00 

550 

88. 25 

10. 85 

25. 56 

Below Schuylerville. 

10. 

12. 00 

846 

100. 25 

3. 84 

29.40 

Saratoga Falls, new State dam. 

11. 

15. 75 

670 

116. 00 

2. 95 

32. 35 

At Fort Miller. 

Lock 12. 




7. 45 

39. 80 

At Fort Edward. 


LOCATION OF DAMS. 

The location and heights of these dams were determined, in part, by the position of 
the natural dams of slate-rock, at which, in low water, the main fall of the river 
occurs, and over which the current flows with the increased velocity due to the fall at 
those points. The channel between these natural dams is of nearly uniform width, and 
is comparatively deep, with but slight declivity of surface. 

The character of the banks was also considered, so that the least damage to adjacent 
property by overflow would be obtained. 

With one exception, viz, that of dam No. 9, they will all be built on a rock-founda¬ 
tion. At and near the site of the dam last mentioned, at the head of the longest reach 
in the series, the bottom, as far as sounded, is composed of gravel, and the estimate 
for its foundations is made to conform to the character of the bottom. 

The State dam at Troy (No. 1), recently repaired, is in good condition, and will only 
require raising about 2 feet to give it the required height of crest. 

1 propose, also, to adopt the new State dam (No. 10) at Saratoga Falls, as built; its 
location and level agreeing with those determined upon for a dam in that vicinity. 

This dam has recently been constructed by the State, is of coursed stone, with a 
heavy coping, and will answer all the requirements of that location. 

There will then be but nine dams (not including the breast-dams) to be constructed 
in the division. 












































NAVIGATION OF THE MISSISSIPPI RIVER. 


171 


PLAN OF DAMS. 

I lie dams are to be built of heavy coursed stone, laid in hydraulic cement-inortar. 
The rock-fouudations to be properly prepared, and the loWer course of stones well laid 
ou concrete. An ashlar coping, about 8 feet in length and 2 feet thick, cut with a 
bevel of 1 foot, and with rounded edges, will be well bolted to the darn, and secured 
with two iron clamps to each joint. 

Ihe wall will have a batter of 2 inches to the foot on the upper side, and of 4 inches 
to the foot on the lower. Ihe upper slope, of broken stone and brush, to have a de¬ 
clivity of four horizontal to oue vertical. A plauk apron, secured to heavy crib-work 
will take the shock of the spill of the dam. The apron to be made of 12 by 12 inches 
pine timber, with close joints, having a slope of 4 to 1, and securely fastened to the 
three longitudinal top-timbers of the crib, extending the entire length of the dam. 
Ihe crib to be built of hemlock and oak timber, and filled with broken stone. 

The only dam on gravel-foundation (viz, No. 9) will conform in structure to the 
others, except at the foundations. Hemlock timbers, 12 by 12 inches, placed 1 foot 
apart, the spaces filled with concrete, and the whole covered with pine-plank securely 
fastened, will form a platform for the base of the superstructure. In addition, three 
rows of sheet-piling, of hemlock-plank 4 inches thick and 6 feet long, will be driven 
into the gravel; oue row at the foot of the upper slope, one at the foot of the upper 
lace of the wall, and one at the lower edge of the crib-work. They will be secured at 
the top by spikes to a stringer 1 foot by 4 inches. A bed of concrete 1 foot deep will 
be laid from out to out of the sheet-piling, and uuder the foundation-timbers. 

the abutments to the dams will also be built of coursed masonry, rising about 6 feet, 
according to location, above the crest of the dams, and coped with ashlar 4 feet wide 
and feet thick, well bolted and clamped. 


REACH-SLOPES. 


It will be observed that in the schedule of dams and locks above given the level 
named has been carried through the respective reaches between the dams without 
allowance for surface-slope. In the profiles and cross-sections accompanying Mr. McEl- 
roy's report, and on which my calculations are based, the same has been done. He 
says, “ It is best to estimate on the extreme height for dams and locks, although in 
practice the remou, or slope, will be duly determined and allowed for, an each case, be¬ 
fore construction.” 

I have adopted this view on all the reaches between the dams, and have fixed the 
crest of the upper one (No. 11) at 116 feet above tide-water. 

The level of the surface of the river at Fort Edward was determined by Mr. Hall in 
his recent survey, and found to be 118 feet above tide, which level I have assumed in 
connection with lock No. 12. The slope of the river, thus determined, between the 
assumed level at dam No. 11 and Fort Edward, a distance of 7.45 miles, is 2 feet. 

Whenever the slope in the other reaches is accurately determined, the decrease in 
the lifts of the locks, and, in consequence, in the cost of their construction, can be as¬ 
certained. 


LOCKS. 


The crests of the adjacent dams will determine the lifts of the several locks. The 
highest lift proposed will be 17 feet; the lowest, 4 feet; averaging 10.54 feet each. 

As a general rule, they are located with reference to facility of approach from the 
channel. A pier and guard wall, carried up to the same height as that of the lock- 
walls, will connect them with the shore. A pier-wall of similar height, and 10 feet in 
thickness, will be built between the back of the lock-wall and the end of the dam, 
making a working platform on top of 20 feet. The usual crib-arrangement is also 
provided for. 

At dam No. 1, I propose to locate the lock at its west end, leaving the present sloop- 
lock at its east end untouched. There will be a better channel-approach to the new 
lock, and less trouble from ice, which, I am informed, always tends to the eastward 
above the sloop-lock. There would also be less rock-excavation required below the lock 
for the continuance of the channel to Albany. 

The height of lock and guard walls of lock No. 1 will be carried up 8.75 feet above 
the new crest of the dam, to provide against freshets from the Mohawk River. That 
of the other lock and guard-walls will be 4 feet above the crests of the respective 
dams. 

I have not been able to obtain the high-water mark at these locations; but as it is 
proposed to provide against freshets in the Hudson by means of a system of dams and 
reservoirs at its headwaters, I have assumed that by the time this improvement is 
made the provision against floods will be accomplished, and have therefore fixed the 
height of the locks accordingly. 


172 


NAVIGATION OF THE MISSISSIPPI RIVER. 


CONSTRUCTION. 

The details of construction, as well as of tlie dimensions of the locks, will be similar 
to those described under the head of “canal division.” 

The following diagram exhibits connectedly the height of dams, lengths of reaches, 
and lifts of locks from Troy to dam No. 11, and the ascertained slope of the river- 
surface thence to Fort Edward. 


REGULATING-WEIRS. 

No regulating-weirs will be required on this division; the spill of the several dams 
regulating the surface-levels. 

CHANNEL. 

The estimates herewith are based on an assumed channel of at least 200 feet in width 
at bottom, with 13 feet depth of water. The excavation in earth to be made by dredg¬ 
ing; that in rock, by cutting a channel of the above-named width at bottom, with 
side slopes one-fourth to one. It is presumed that a large portion of this rock, which 
is “ a slate, with sharp, deep fissures, and friable quality,” can be removed by a dredg¬ 
ing-machine with its bucket properly armed for the purpose. I have, however, “given 
the benefit of the doubt,” and have estimated the cost of removal accordingly, inclu¬ 
sive of coffer-damming, if required. 

PROPERTY-DAMAGES. 

The amount of property-damages will be small. Protection-levees, aggregating 
17,500 feet in length, will prevent serious overflows. The cost of land for this purpose 
is considered, together with that of the sites for the locks. This, with mill-claims, 
riparian damages, &c., it is estimated, will amount to $100,000. 

RRIDGE-DRAWS. 

An estimate is made for bridge-draws in the four wooden bridges now spanning the 
river, viz, at Saratoga Falls, Schuylerville, Stillwater, and Waterford. 

The aggregate amount of estimates for the Hudson River division is $7,375,917.16. 
Estimates in detail are herewith submitted. 

CONCLUSION. 

In this my report on the “enlarged route from the Saint Lawrence River to Troy, 
on the Hudson River,” made in compliance with your instructions of August last, I 
have confined myself strictly to the engineering features of the project. In connec¬ 
tion therewith, I may remark that the route selected appears to be the natural con¬ 
nection between the termini referred to, viz, the Saint Lawrence River and Troy. 

The Canada division requires but a short canal, through an almost level plateau, 
admirably adapted to the purpose. From thence to Troy, on the Hudson, the natural 
water-courses are followed, with but one intervening summit of only three and a half 
miles in length, and of remarkably low elevation. The water-supply will be ample, 
and the facilities for the construction of the proposed work abundant. 

An “enlarged route” can, in my opinion, be obtained on this line at the estimated 
cost, through which vessels carrying 50,000 bushels of wheat, or other freight in pro¬ 
portion, can freely and safely navigate. 

Maps, including a general map of the whole route, on a scale of two miles to 1 inch ; 
maps of the canal and Hudson River division, on a scale of 500 feet to 1 inch, with 
general plan of lock, regulating-weir, &c., will also be submitted. 

In connection with this improvement, I w as directed by you in October last to make 
an examination and to submit a report and estimates on the cost of connecting the 
Hudson River, above the Troy dam, with Albany, via the Erie Canal; the latter to be 
enlarged to the dimensions of those of the proposed new canal. 

In compliance therewith, I have the honor to submit the following supplementary 
report: 

SUPPLEMENTARY REPORT. 

In accordance w ith your instructions of October 23, 1874, I made a reconnaissance 
of the country between Coboes and West Troy, for the purpose of determining upon the 
best line of connection between the Hudson River, above Troy dam, and the Erie Canal, 
and also extended my examination thence to Albany, w ith view to the enlargement of 
the said canal. 

This reconnaissance, &c., satisfied me that the most feasible route could be made 
through the old Mohaw T k River and basin to a point near the weigh-lock at West Troy ; 
thence connecting with the Erie Canal by means of a lock of such lift as would bring 
the level of the river up to that of the canal, and from thence widening the canal on 




NAVIGATION OF THE MISSISSIPPI RIVER. 


173 


t he east side to Albany. The results of a survey subsequently made under your direc¬ 
tion by Mr. W. P. Judson, assistant engineer, confirmed my belief as to the feasibility 
of this route. 

The estimates herewith submitted are based upon that survey for the Mohawk River 
division, and upon cross-sections and other measurements subsequently made by Mr. 
Judson, and on maps, &c., of the canal for the Erie Canal division. 

I propose to consider the proposed line under two heads : 

1. The Mohawk River division, extending from the Hudson River to the Erie Canal, 
at lock No. 1 (A). 

2. The Erie Canal division, extending from lock No. 1 (A) to tide-water at Albauy. 

MOHAWK-RIVER DIVISION. 

The mouth of the brauch of the Mohawk River, which it is proposed to utilize in this 
connection, is one mile above the Troy dam, or dam No. 1 of the'Hudson River divis¬ 
ion. The width of the old bed is ample for the purpose, but to render it navigable for 
vessels of 12-feet draught both heavy-rock-excavation and a large amount of dredging 
w ill be required. 

The surface-level of that portion of the river now called the “Basin/’ is about 12 
inches lower than the proposed level of the Hudson River above the Troy dam. Two 
side-cut locks at West Troy regulate the height of water in this basin, and to retain 
our proposed level it will be necessary to raise these lock-walls, together with the pier 
and vertical walls in connection, about 2 feet. 

The channel between the Hudson River and the proposed lock No. 1 (A) is to be ex¬ 
cavated to a depth of 13 feet below the assumed level (viz, 14.25 feet above tide-water) 
and to a width of 200 feet at bottom. In rock-cutting, the side slopes to be one-fourth 
to one. No other improvement will be required to render this channel navigable 
throughout its entire length. 

Locks. 

The level of the Erie Canal at the proposed point of connection being 24.5 feet, aud 
that of the new channel 14.25 feet, a lock of 10.25 feet lift, aud of the same dimensions 
in other respects as those already considered, will be required to connect the old Mo¬ 
hawk with the canal near the present weigh-lock. The details of construction will be 
the same as those of the locks of the canal division heretofore described. 

Bridges. 

Three swing or pivot bridges will be required on this division, viz, one single-track 
railroad-bridge at the crossing of the Rensselaer and Saratoga Railroad near the mouth 
of the Mohawk; one double-track railroad-bridge, at the crossing of the New York Cen¬ 
tral and the Rensselaer and Saratoga Railroads near the weigh-lock; and one high- 
way-bridge at the site of the present dike. They will be all of the same span, viz, 190 
feet, and with iron superstructures. 


P roper t ij-da m ages. 


The property-damages will be light on this division, most of the land to be taken 
belonging to the State of New York. They will be included under a general head. 

ERIE-CANAL DIVISION. 

The enlargement of the Erie Canal to Albany to the required dimensions, including 
the construction of the required bridges and culverts, constitutes the amount of work 

to be done on this division. , _ . , 

It is proposed to widen the canal on the east side by removing the berme-bank and 
by excavating the prism to the dimensions hereinbefore considered, viz, 100 feet wide 
on the bottom ; slopes, two horizontal to one vertical; depth of water, 13 feet. Where 
vertical walls are substituted for slopes, the width on the bottom will be increased to 
124 feet; the batter of the walls to be 2 inches to 1 foot. 

Vertical walls are to be built from lock No. 1 (A) through West Troy and Port Schuy¬ 
ler to near the southern boundary of the latter; and from the foot of lock No. 2, near 
the upper end of the lumber-district, to lock No. 1, at Albany. The height of the former 
to be 4 feet above the surface-water of the canal; that ot the latter, 2 feet above the 
same level; to conform to the general height of the ground or piers through the lurnber- 

^ lS puddle-ivall8. _A puddle-wall is to be carried up with the embankments. It will be 

3 feet in width, its top extending 1 foot above the surface of water in the canal, its 
bottom from 1 to 2 feet below the natural surface of the ground, depending on the 
character of the soil. # 


174 


NAVIGATION OF THE MISSISSIPPI RIVER. 


Locks. 

Two lock are to be built, one near the present locks No. 2, oi the Erie Canal, of 9.25 
feet lift; the other near locks No. 1, at Albany, of 15.25 feet lift. Their dimensions and 
details of construction will be the same as those of lock No. 1, (A). 

Lock No. 2 will be located near the east lock of the present double locks No. 2 ; its 
west chamber-wall to be about 20 feet from the wall of the west lock. Lock No. 1 will 
pass diagonally just below the present double locks at Albany, leaving both undis¬ 
turbed. 

Begulating-weirs. 

It is proposed to use the side-cut locks at West Troy, the remaining lock, No. 2, and 
both of the old locks, No. 1, as regulating-weirs. 

Bridges. 

There are now twenty road-bridges, of various widths, spanning the Erie Canal on 
this division. These must be replaced by swing or pivot bridges, of lengths corre¬ 
sponding to the increased width of the enlarged canal. 

The center piers are to be circular, and, with the abutments, will be constructed of 
coursed masonry. Their spans to be either 190 or 165 feet, depending on location. The 
superstructures in all cases will be iron. 

Culverts. 

Six new culverts, in place of those now in use, under the Erie, on this division, will 
be required. The lengths will be increased to meet the requirements of the enlarged 
prism ; the water-ways to be of the same dimensions as in the present culverts. 

They are to be constructed of coursed masonry, laid in hydraulic-cement mortar, 
backed with rubble. The foundations to be of 12 by 12 inches hemlock timbers, laid 1 
foot apart, covered with a floor of pine plank 3 inches in thickness; the spaces between 
the wings and the water-way to have an additional floor of pine 2 inches thick, and 
laid so as to break joints. 

Property-damages. 

Although but a narrow strip of land will be taken in making this enlargement, the 
amount of property-damages will be heavy, from the fact that the line will cut many 
buildings in West Troy, Port Schuyler, &c., and will take off the ends of the piers in 
the Albany lumber district. 

A personal inspection and valuation of each piece of property affected along the 
entire route having been recently made under your directions, I am enabled from the 
returns to submit a reliable estimate under this head. 


The estimated cost of this division is. $1,670,754 58 

The estimated cost of Mohawk River division is. 568,210 64 


Estimates in detail for both divisions are herewith presented. 
Respectfully submitted. 


Maj. J. M. Wilson, 

United States Engineers. 


C. A. FULLER, 

Assistant Engineer . * 




CHAMPLAIN SHIP-CANAL ROUTE. 


NAVIGATION OF THE MISSISSIPPI RIVER, 


175 



































































































176 


NAVIGATION OF THE MISSISSIPPI RIVER 


CHAMPLAIN SHIP-CANAL ROUTE. 

River division.—Estimate for locks. 


Quantities and items. 


11 locks, bailing and draining .... 

301 cubic yards excavation of earth. 

75,560 cubic yards excavation of rock. 

83,483 cubic yards embankment. 

16,123 cubic yards puddling. 

67,551 cubic yards lock-masonry. 

48,887 cubic yards rubble-masonry. 

11,935 cubic yards concrete. 

1,311,156 feet, board-measure, floor-timbers.. 
1, 161^435 feet, board-measure, plank flooring 

85.404 feet, board-measure, miter-sills. 

8,880 feet, board-measure, sheet-piling. 

39,611 pounds iron. 

12,760 pounds spikes and nails. 

Equipment, dc. 


11 locks, crib-work. 

11 locks, posts, &c. 

11 locks, lock-gates complete 
11 locks, sulphur and sand .. 

11 locks, painting gates. 

11 locks, houses. 

Cutting dam No. 10 for lock . 
Cutting dam No. 1 for lock .. 


Price. 


Amount. 


...per lock., 
.per cu. yd.. 

.do. 

.do. 

.do. 

.do. 

.do. 

.do. 

per 1,000 ft.. 

.do. 

.do. 

.do. 

.per pound.. 
.do. 


per lock.. 

.. .do. 

...do. 

...do. 

... do. 

...do. 


$5, 000 00 
28 
1 00 
28 
30 
13 00 
8 00 
5 00 
20 00 
45 00 
60 00 
20 00 
12 
06 


2,000 00 
300 00 
7, 586 00 
60 00 
100 00 
2, 000 00 


$55, 000 00 
84 28 
75, 560 00 
23, 375 24 
4, 836 90 
878,163 00 
391, 096 00 
59, 675 00 
26,223 12 
52, 264 58 
5,124 24 
177 60 
4, 753 32 
765 60 


22 , 000 00 
3,300 00 
83, 446 00 
660 00 
1,100 00 
22, 000 00 
2, 860 00 
2, 000 00 


Total. 


$1,577,098 88 


137, 366 00 


1, 714, 464 88 


River division. — Dams. 


No. of 
dam. 

Length. 

Ashlar. 

Coursed 

masonry. 

Con¬ 

crete. 

Embank¬ 

ment. 

Pine. 

Hemlock. 

Maple. 

Oak. 

Loose 

stone. 


Feet. 

Cu. yds. 

Cu. yds. 

Cu. yds. 

Cu. yds. 

Ft. b. m. 

Ft.b. m. 

Ft. b. m. 

Ft. b. to. 

Cu. yds. 

2. 

660 

424. 47 

3,122. 00 

784 

88. 37 

131,318 

67, 914 

27, 165 

45, 259 

8, 296. 00 

3. 

567 

365. 97 

2, 840. 50 

686 

352.29 

127, 708 

66,055 

26, 422 

44, 037 

8,143. 60 

4. 

210 

140. 97 

1, 444. 00 

278 

574. 22 

50, 364 

26, 051 

10, 420 

17, 337 

3, 632. 50 

B .... 

700 

449. 47 

2. 248. 00 

779 

237. 39 

98, 861 

51, 135 

20, 454 

34, 090 

4, 855. 50 

5. 

700 

449. 47 

2, 560. 50 

805 

580. 72 

120, 388 

62, 265 

24, 906 

41, 501 

6,195. 82 

E. 

320 

210. 47 

1,243. 50 

376 

342. 59 

55, 030 

28, 464 

11, 386 

18, 976 

2, 832.13 

6. 

1,000 

638. 47 

4, 886. 50 

1,200 

516. 76 

225, 040 

116, 400 

46, 560 

77, 600 

14, 437. 50 

7...... 

220 

147. 47 

1, 880. 50 

291 

285. 96 

64,183 

33,198 

13, 279 

22, 132 

5. 565. 82 

Ea.... 

330 

216. 97 

1, 125. 50 

362 

409. 54 

46, 606 

24, 106 

9, 642 

16, 072 

2,137. 89 

Bb.... 

280 

185. 47 

1, 300. 00 

363 

208. 19 

47, 562 

26, 670 

14, 668 

17, 780 

2, 926. 33 

Ec .... 

280 

185. 47 

974. 00 

310 

1, 024. 94 

39, 544 

20, 454 

8, 182 

13, 636 

1, 807.15 

8. 

550 

355. 47 

1, 793. 00 

595 

163. 01 

77, 666 

40, 178 

16, 071 

26, 795 

3, 663.15 

9. 

550 

355. 47 

4, 039. 00 

1, 854 

340. 10 

151, 684 

131, 258 

31, 383 

52, 305 

12,517. 02 

11. 

670 

430. 97 

3,167. 00 

783 

138. 56 

133, 290 

68, 943 

27, 577 

45, 962 

8, 367. 20 

Totals 

7, 037 

4, 556. 58 

32, 624. 00 

9, 466 

5,262. 64 

1, 369, 244 

763, 091 

288,115 

473, 482 

85, 277. 61 


River division.—Estimate for dams. 


Quantities and items. 

Price. 

Amount. 

Total. 

4,557 cubic yards ashlar masonry.per cu. yd.. 

32,624 cubic yards coursed masonry.do._ 

9,466 cubic yards concrete_ % .do. 

5,263 cubic yards embankment.do. 

1,369,244 feet, board-measure, pine.per 1,000 ft.. 

763,091 feet, board-measure, hemlock.do. 

288,115 feet, board-measure, maple.do. 

473,482 feet, board-measure, oak.do. 

46,200 feet, board-measure, sheet-piling.do. 

85,278 cubic yards loose stone.per cu. yd.. 

184,728 pounds wrought iron.per pound.. 

14 dams—sulphur and sand. 

$15 00 
10 00 

5 00 
28 
45 00 
20 00 
40 00 
60 00 
20 00 

1 50 
12 

150 00 

$68, 355 00 
326, 240 00 
47, 330 00 
1, 473 64 
61,615 98 
15,261 82 
11,524 60 
28, 408 92 
924 00 
127, 917 00 
22,167 36 
2,100 00 
20, 000 00 

$733, 318 32 

Raising and repairing dam No. 1. 






















































































































NAVIGATION OF THE MISSISSIPPI RIVER 


177 


River divisions.—Channel 39.8 miles 


Section. 

Length. 

Rock ex¬ 
cavation. 

Dredging. 

No. 1. 

Feet. 

34, 370 
44, 250 
66. 495 
65, 052 

Gu. yds. 
505, 392 
937, 929 
28, 700 
506,135 

Gu. yds. 
132, 337 
18, 303 
182,927 
311,569 

No. 2.. 

No. 3. 


% 

210,167 

l, 978,156 

645,136 


Estimate. 


Quantities and items. 

Price. 

Amount. 

Total. 

1.978,156 cubic yards excavation of rock.per cu. yd.. 

645,136 cubic yards dredging.do. 

4 bridge-draws. 

$2 00 
25 

10, 000 00 

$3, 956, 312 
161,284 
40, 000 

$4,157, 597 




River division.—Levees and property-damages. 


Quantities and items. 

Price. 

Amount. 

Total. 

61,568 cubic yards embankment (17,500 linear feet).per cu. yd.. 

Property-damages, grading road, <V.o______.... 

$0 28 

$17, 239 04 
82, 761 00 

$100, 000 04 





River division.—Summary of estimates. 

Dams.. 

Locks.. 

Channel..„. 

Levees and property-damages.. 


$733,318 32 
1,714,464 88 
4,157,596 00 
100,000 04 


6,705,379 24 

Engineering and contingencies 10 per cent... 670, 537 92 


7,375,917 16 

CANAL DIVISION 24.13 MILES. 

r * 

Fort Edward to Whitehall. — Locks. 


No. of lock.] 

Excavation of 
earth. 

Excavation of 
rock. 

Puddling. 

Lock-masonry. 

Rubble ma¬ 
sonry. 

Concrete. 

Floor-timbers. 

Plank flooring. 

Miter-sills. 

Sheet-piling. 

12 . 

Gu. yds. 
26. 431 
18, 561 
23, 464 
8, 952 

Gu. yds 

Gu. yds. 
1, 678 
1,608 
1,608 
639 

Gu. yds 
7, 272 
6, 262 
6, 262 
8,915 

Gu. yds. 
522 
446 
446 
618 
2,127 
2, 540 

Cu. yds. 
1, 175 

916 

917 
1,263 

Ft. b. m. 
171,156 
171,156 
171,156 
114, 000 

Ft. b. m. 
105, 585 
105, 585 
105, 585 
105, 585 

Ft. b. m . 
7, 764 

7, 764 

7, 764 

7, 764 

Ft. b. m. 
8, 880 
8, 880 
8, 880 

13 


14 


15. 

17, 562 



Miter-sill wall .... 










Totals. 









26, 640 

77, 408 

17, 562 

5, 533 

28, 711 

6, 699 

4, 271 

627, 468 

422, 340 

31, 056 



li. Ex. 49-12 

























































































178 


NAVIGATION OP THE MISSISSIPPI RIVER 


Canal division.—Estimate locks. 


Quantities and items. 


Price. 

Amount. 

Total. 

4 locks, bailing and draining.. 

.per lock.. 

$5, 000 00 

$20, 000 00 


77,408 cubic yards excavation of earth. 


28 

21,674 24 


17,562 cubic yards excavation of rock. 


1 00 

17, 562 00 


5,533 cubic yards puddling. 


30 

1,659 90 


28,711 cubic yards lock-masonry. 


13 00 

373, 243 00 


6,699 cubic yards rubble masonry.. 

.do_ 

8 00 

53, 592 00 


4,271 cubic yards concrete. 


5 00 

21, 355 00 


627,468 feet, board-measure, floor-timbers. 

_per 1,000 ft.. 

20 00 

12, 549 36 


422,340 feet, board measure, plank flooring. _ 


45 00 

19,005 30 


31,056 feet, board-measure, miter-sills. 


60 00 

1,863 36 


26,649 feet, board-measure, sheet-piling. 

.do_ 

20 00 

532 80 


14 404 pounds iron. 


12 

1,728 48 


4,640 pounds spikes and nails. 

Equipment , dec. 

.do- 

06 

278 40 

$545, 043 84 

4 locks, crib-work.... 


2, 000 00 

8, 0C0 CO 


4 locks, posts, &c. 


300 00 

1, 200 00 


4 locks, lock-gates complete. 

.do_ 

7,751 00 

31,004 00 


4 locks, painting gates. 

... .do- 

100 00 

400 00 


4 locks, sulphur and sand . 


60 00 

24ft 00 


4 locks, houses.. 


2, 000 00 

8, 000 00 

48, 844 00 

593, 887 84 


Canal division. — Regulating-weir lock No. 12. 


Quantities and items. 

Price. 

Amount. 

Total. 

4,327 cubic yards excavation of earth.per cn. yd.. 

193 cubic yards lining.do- 

144 cubic yards puddling. .do- 

237 cubic vards vertical wall in cement.do- 

320 cubic yards slope and pavement wall ..do- 

51 cubic yards ashlar masonry. do- 

1,009 cubic vards coursed masonry.do- 

929 cubic yards rubble masonry. do... 

282 cubic yards concrete.do ... 

4,200 feet, board-measure, sheet-piling.per 1,000 ft.. 

10,584 feet, board-measure, pine .do_ 

20.080 feet, board-measure, hemlock.do — 

3,979 pounds wrought iron.per pound.. 

8,351 pounds of cast iron.do_ 

650 pounds spikes and nails.do- 

$0 28 
50 
30 

6 00 

2 00 
15 00 
10 00 

8 00 

5 00 
20 00 
45 00 
20, 00 
12 
08 
06 

$1,211 56 
96 50 
43 20 
1,422 00 
640 00 
765 00 
10, 090 00 
7. 432 00 
1, 410 00 
84 00 

476 28 
401 60 

477 48 
668 08 

39 00 

$25, 256 70 



Canal division. — Regulating-weir lock No. 13. 


Quantities and items. 

Price. 

Amount. 

Total. 

2.667 cubic yards excavation of earth.per cu. yd.. 

193 cubic yards lining. .do_ 

137 cubic yards puddling.do .. 

237 cubic yards vertical wall in cement.do_ 

320 cubic yards slope and pavement wall.do... 

78 cubic yards ashlar-masonry.do_ 

721 cubic yards coursed masonry.do_ 

58 cubic yards concrete..do ... 

4.200 feet, board-measure, sheet-piling...per 1,000 ft.. 

10,584 feet board-m asure, pine . .do_ 

20 080 feet, board-measure, hemlock.do_ 

3.630 pounds wrought iron.per pound.. 

8,316 pounds cast iron.do_ 

650 pounds spikes and nails.do_ 

$0 28 
50 
30 

6 00 

2 00 
15 00 
10 00 

5 00 
20 00 
45 00 
20 00 
12 
08 
06 

$746 76 
96 50 
41 10 
1,422 00 
640 00 
1,170 00 
7,210 00 
290 00 
84 00 
476 28 
401 60 
435 60 
665 28 
39 00 

$13,718 12 



















































































NAVIGATION OF THE MISSISSIPPI RIVER 


179 


Canal division. — Regulating-weir lock No. 14. 


Quantities and items. 

Price. 

Amount. 

Total. 

2,870 cubic, yards excavation of earth.per cu. yd.. 

245 cubic yards lining.do.. 

137 cubic yards puddling.do_ 

237 cubic yards vertical wall in cement.do_ 

420 cubic yards slope and pavement wall.do_ 

45 cubic yards ashlar masonry.do_ 

625 cubic yards coursed masonry..do_ 

23 cubic yards rubble masonry. ..do_ 

874 cubic yards culvert-masonry.do_ 

453 cubic yards concrete...do_ 

4.200 feet, board-measure, sheet piling.per 1,000 ft.. 

10,584 feet, board-measure, pine..do_ 

20,080 feet, board-measure, hemlock.do_ 

3,630 pounds wrought iron.per pound.. 

8,316 pounds cast iron.do_ 

650 pounds spikes and nails.do_ 

$0 28 
50 
30 

6 00 

2 00 
15 00 
10 00 

8 00 

9 00 

5 00 
20 00 
45 00 
20 00 
12 
08 
06 

$803 60 
122 50 
41 10 

1,422 00 
840 00 
675 00 

6, 250 00 
184 00 

7, 866 00 
2, 265 00 

84 00 
476 28 
401 60 
435 60 
665 28 
39 00 

$22, 570 96 



Canal division. — Prism. 


Quantities and items. 

Price. 

Amount. 

Total. 

5,739,792 cubic yards excava'ion of earth. 

290.418 cubic yards excavation of rock. 

4, 015 cubic yards vertical wall in cement. 

139,688 cubic yards puddling. 

70,805 cubic yards lining. 


$0 28 

1 00 

6 00 
30 
50 

$1,607,141 76 
290. 418 00 
24,090 00 
41,906 40 
35, 402 50 

$1, 998, 958 66 


. 




Canal division. — Regulating-weirs . 

$25,256 70 
13,718 12 
22,5-0 96 

-$61,545 78 


Regulating-weir lock No. 12 
Regulating-weir lock No. 13 
Regulating-weir lock No. 14 


CHAMPLAIN SHIP-CANAL ROUTE. 

Canal division , estimate for dam, 125 feet ( Whitehall). 


Quantities and items. 

Price. 

Amount. 

Total. 

84 cubic yards ashlar masonry.per cu. yd.. 

435 cubic yards coursed masonry.do- 

74 cubic yards concrete masonry.do ... 

14,138 feet, board-measure, pine.per 1,000 ft.. 

7,312 feet, board-measure, hemlock.do.... 

2,925 feet, board-measure, maple.do- 

4,875 feet, board-measure, oak.do ... 

1,492 cubic yards loose stone.per cu. yd.. 

3,580 pounds wrought iron.per pound.. 

$15 00 
10 00 

5 00 
45 00 
20 00 
40 00 
60 00 

1 50 
12 

$1,260 00 
4, 350 00 
370 00 
636 21 
146 24 
117 00 
292 50 
2, 238 00 
429 60 
100 00 

$9, 939 55 




































































180 


NAVIGATION OF THE MISSISSIPPI RIVER 


Canal division, swing bridges, 190 feet span, 20 feet roadway. 


No. 

Location. 

Excavation, 

earth. 

Excavation, 

rock. 

Ashlar- ma¬ 

sonry. 

Abutment- 

masonry. 

Concrete. 

Pine. 

Hemlock. 

Piling. 


Highway. 











Cu. yds. 

On. yds. 

Cu. yds. 

Cu. yds. 

Cu. yds. 

Ft. h. m. 

Ft. b. m. 

Lin. ft. 

1 

Whitehall . 


17 L 

35 

019 

80 




2 

.do. 


171 

35 

582 

80 




3 

.do... 

171 


35 

510 

40 

7, 700 

10, 680 

1 , 568 

4 

Comstock’s. 

171 


35 

570 

40 

7' 700 

10' 6&0 

l' 568 

5 

Lime-Works. 


171 

35 

510 

80 




6 

Fort Ann. .. 


171 

35 

676 

80 




7 

.do. 

171 


35 

744 

40 

7, 700 

10, 680 

1, 568 

8 

Smith’s Basin . 

171 


35 

510 

40 

7, 700 

10 680 

1, 568 

9 

Station 1073 .. 

171 


35 

510 

40 

7’ 700 

10, 6e0 

1 568 

10 

Fort Edward . 

171 


35 

695 

40 

7, 700 

10, 680 

1, 568 

ii 

.do. 

171 


35 

570 

40 

7,’ 700 

10, 680 

i, 568 

12 

_.do_____ 

171 


35 

621 

40 

7; 700 

10, 680 

1, 568 

13 

Ch. Canal, 75 feet span. 


171 

18 

247 

80 


Railroad. 









14 

Whitehall. 

171 


35 

510 

40 

7, 700 

10, 680 

1, 568 

15 

Smith’s Basin.. 

171 


35 

510 

40 

7 ’ 700 

10 680 

1 568 


Total.. 

1,710 

855 

508 

8, 384 

800 

77, 0C0 

106, 800 

15, 680 


Canal division, estimate for bridges, 190 feet span. 


Quantities and items. 


Price. 

Amount. 

Total. 

1,710 cubic yards excavation of earth. 


$0 28 

$478 80 


855 cubic yards excavation of rock... 


1 00 

855 00 


508 cubic yards ashlar-masonry. 


15 00 

7, 620 00 


8,384 cubic yards abutment-masonry. 


13 00 

108, 992 00 


800 cubic yards concrete. 


5 00 

4, 000 00 


77,000 feet, board-measure, pine. 


45 00 

3, 465 00 


106.800 feet, board-measure, hemlock. 


20 00 

2, 136 00 


15 680 linear feet piles. 

.per lin. ft.. 

30 

4, 7< 4 00 


7,650 pounds iron (spikes and nails). 

Superstructures. 


06 

459 00 

$132, 709 80 

2 railroad-bridges, 190 feet span. 


16,150 00 

32, 300 00 


12 highway-bridge, 190 feet span. 

1 tow-path and road bridge, 75 feet span. 


14, 440 00 

173, 280 00 
2, 475 00 

208, 055 00 

340,764 80 

4 


Estima te Fort Edward dam and feeder. 


Quantities and items. 

Price. 

Amount. 

Total. 

Dam. 

11,363cubic yards coursed masonry.per cu. yd.. 

575 cubic yards ashlar-masonry...do_ 

37,366 cubic yards loose stone.do_ 

1,382 cubic yards concrete.do_ 

30,744 pounds wrought-iron.per lb.. 

118,600 feet, board-measure, pine timber.per 1,000 ft.. 

43,200 feet, board-measure, oak timber ..do_ 

Sulphur, sand, &c. 

$10 00 
15 00 

1 00 

5 00 
12 
45 00 
60 00 

$113,630 00 
8, 625 00 
37,366 00 
6,910 00 
3, 689 28 
5,337 00 
2, 592 00 
200 00 

$178, 349 28 

11,321 37 

Weir. 

1 regulating, weir, 10 feet lift. 







































































































NAVIGATION OF THE MISSISSIPPI RIVER, 


181 


Estimate Fort Edivard dam and feeder —Continued. 


Quantities and items. 

Price. 

Amount. 

Total. 

Feeder. 

6,602 cubic yards excavation...per cu. yd.. 

510 cubic yards embankment.do 

9,429 cubic yards vertical wall.do... 

295 cubic yards concrete.do_ 

Summary-estimate. 

$0 28 
28 

6 00 

5 00 

8L 845 56 
142 80 
56, 574 00 
1,475 00 

$60, 037 36 

178, 349 28 
11,321 37 
60, 037 36 

6, 000 00 
2,000 00 
25, 000 00 

282, 708 00 
28, 270 80 

Weir. 


Feeder . 


Repairs of guard lock, &c. 


Lock-house^. 


Property-damages. 


Add 10 per cent, for engineering and contingencies. 






* 310, 978 80 


Canal division. — Property-damages. 


Quantities and items. 

Price. 

Amount. 

Total. 

40.85 acres. 

$500 00 
300 00 
100 00 

$20, 425 00 
6, 888 00 
52, 018 00 
1, 500 00 
65, 000 00 

$145, 831 00 

22.96 acres..... 

520.18 acres... 

Removing buildings, Fort Edward. 

Property, Whitehall...... 






Canal division.—Summary of estimates. 


Dam. $9,939 55 

Locks . 593,887 84 

Prism. 1,998,958 66 

Regulating-weirs. 61,545 78 

Bridges. 340,764 80 

Fort Edward dam and feeder (less 10 per cent, contingencies). 282,708 00 

Property-damages.-. 145,831 00 


3, 433,635 63 

Engineering and contingencies, 10 per cent. 343,363 56 


3,776,999 19 


General summary of estimates. 


River division: 

• Dams.-. $733,318 32 , 

Locks...... 1,714,464 88 

Channel.-. 4,157,596 00 

Levees and property-damages. 100, 000 04 

-$6,705,379 24 

Engineering aud contingencies, 10 per cent . —.-. 670,537 92 


7,375,917 16 

Canal division: 

Dam ..-. 9,939 55 

Locks. 593, 887 84 

Prism. 1 . 1,998,958 66 

Regulating-weirs. 61,545 78 

Bridges. 340,764 80 

Fort Edward dam and feeder. 282,708 00 

Proper ty-u am ages. 145,831 00 


3, 433,635 63 

Engineering and contingencies, 10 per cent. 343,363 56 

” - 3,776,999 19 


11,152,916 35 





































































182 


NAVIGATION OF THE MISSISSIPPI RIVER 


SIIIP-CANAL FROM TROY TO ALBANY. 


Locks from Hudson Liver, via Old Mohawk and Erie Canal, to Albany. 


No. of lock. 

Eart h-excav ation. 

Puddling. 

Lock-masonry. 

Rubble-masonry. 

Concrete. 

Floor-timbers. 

Plank-flooring. 

Miter-sills. 

Miter-sill walls. 

^ 

Iron. 

Spikes and nail3. 

Sheet-piling. 


C.yds. 

C.yds. 

C.yds. 

C.yds. 

C.yds. 

Ft.b.m. 

Ft. b. m. 

Ft. b. m. 

C.yds 

P'ds. 

P'ds. 

Ft. b vu 

No. 1, A. 

22, 720 

1, 542 

5, 947 

396 

1,057 

171,156 

105, 585 

7, 764 

428 

3, 601 

1, 060 

8, 880 

No. 1, Erie. 

35, 000 

1, 827 

8, 915 

618 

1,057 

171,156 

105, 585 

7, 764 

428 

3,601 

1, 060 

8, 880 

No. 2, Erie. 

13, 712 

1,485 

5, 643 

365 

1, 057 

171, 156 

105, 585 

7, 764 

428 

3, 601 

1,060 

8, 880 

Totals. 

71, 432 

4, 854 

20, 505 

1,379 

3,171 

513, 468 

316, 755 

23, 292 

1, 284 

10, 803 

3,180 

26,640 


Note.— Lock No. 1, A, between Old Mohawk basin and Erie Canal, at TYest Troy weigh-lock. 
Lock No. 1, Erie, at Albany. 

Lock No. 2, Erie, between Albany and West Troy. 


Locks from Hudson Liver, via Old Mohawk and Erie Canal, to Albany. 


Quantities and items. 

Price. 

Amount. 

Total. 

3 locks, bailing and draining. 

71,432 cubic yards excavation of earth. 

4,854 cubic yards puddling. 

20.505 cubic yards lock-masonry. 

1,379 cubic yards rubble-masonry. 

3,171 cubic yards concrete .. 

513,468 feet, board-measure, floor-timbers. 

316,755 feet, board-measure, plank flooring. 

23,292 feet, board-measure, miter-sills. 

1,284 cubic yards, miter-sill walls. 

10, 803 pounds iron. 

3,180 pounds spikes and nails. 

26,640 feet, board-measure, sheet-piling. 

.do_ 

_per 1,000 feet.. 

.do_ 

-per 1,000 feet.. 

$5, 000 00 
28 
30 
13 00 

8 00 

5 00 
20 00 
45 00 
60 00 

8 00 
12 
06 
SO 00 

$15,000 00 
20,000 96 
1, 456 20 
266, 565 00 
11,032 00 
15,855 00 
10, 269 36 
14,253 97 

1,397 52 
10, 272 00 
• 1, 296 36 

190 80 
532 80 

$368,121 97 

36,948 00 

Equipments, &c.: 

3 locks, crib-wmrk. 

3 locks, posts, &c. 

3 locks, lock-gates. 

3 locks, sulphur and sand. 

3 locks, painting gates. 

3 houses. 


2, 000 00 
300 00 

7, 856 00 
100 00 
60 00 

2, 000 00 

6, 000 00 
900 00 
23, 568 00 
300 00 
180 00 

6,000 00 





Total for three locks. 




405, 069 97 





Lock No. 1, A, Mohawk River division. $115, 641 80‘ 

Locks Nos. 1 and 2, Erie Canal division. 5 ^ 89 ’ 428 17 

Total. 405, 069 91 


Culverts from Hudson Liver, via Old Mohawk and Erie Canal, to Albany, Erie Canal division. 


Station. 

Structure. 

Masonry. 

Lumber. 

Iron. 

Arch. 

Coursed. 

Rubble. 

Total. 

Hemlock. 

Pine. 

Total. 

169+75 
251 + 20 
266 + 75 
311 + 47 
319+65 
419+65 

Single arch... 
Double arch.. 
Box. 

Cub. feet. 
4, ISO 
3, 675 

Cub. feet. 
2, 550 
8, 817 
4,410 
2, 838 
6, 222 
18, 216 

Cub. feet. 
5, 960 
15, 708 

Cub. feet. 
12, 690 
28, 200 

4, 410 

5, 494 
10, 842 
21, 264 

Feet b. m. 
16, 170 
28, 050 
11, 760 
11, 430 
23, 210 
47, 822 

Feet b. m. 
6,132 
15, 216 
6, 090 
5, 688 
8, 850 
46, 522 

Feet b. m. 
22, 302 
43, 266 
17, 850 
17, 118 
32,060 
94, 344 

Lbs. 

38 

123 

26 

41 

64 

217 

Single arch... 

.. .do. 

3-box. 

1,648 
2, 205 

1,008 
2,415 
3, 048 



11, 708 

43, 053 

28, 139 

*82, 900 

138, 442 

88, 498 

226, 940 

509 


* 3,070 cubic yards. 










































































































NAVIGATION OF THE MISSISSIPPI RIVER 

Estimate for six culverts. 


183 


Quantities and items. 

Price. 

Amount. 

Total. 

3,070 cubic yards masonry. 

138,442 feet, board-measure, hemlock. 

88.498 feet, board-measure, pine. 

509 pounds iron. 


$9 00 
20 00 
45 00 
06 

$27, 630 00 
3, 768 84 
3,982 41 
30 54 

$35,411 79 






Bridges from Hudson River, via Old Mohawk and Erie Canal , to Albany. 


No. 

Width. 

Span. 

Excavation. 

Ashlar-masonry. 

Pier and abut¬ 

ment masonry. 

Concrete. 

Pine. 

Hemlock. 

Iron. 

Railroad. 














Cu. yds 

Yds. 

Yds. 

Ft. h. m. 

Ft. b. in. 

Lbs. 

1. 

Single- 

190 


30 

410. 47 

21 




2. 

Double 

190 

233 

86 

1, 573. 50 

45 

10, 500 

13, 708 

570 

Road. 










1... 

20 

190 

204 

35 

510 

40 

7, 700 

10. 680 

510 

2. 

30 

165 

319 

60 

981 

45 

10, 500 

13, 708 

570 

3. 

30 

165 

319 

60 

981 

45 

10, 500 

13, 708 

570 

4. 

30 

165 

319 

60 

981 

45 

10, 500 

13, 708 

570 

5. 

50 

165 

479 

121 

1, 834 

73 

16, 373 

24,192 

960 

6. 

30 

165 

319 

60 

981 

45 

10, 500 

13, 708 

570 

7.. 

30 

165 

319 

60 

9el 

45 

10. 500 

13, 708 

570 

8. 

30 

165 

319 

60 

981 

45 

10. 500 

13, 708 

570 

9.. 

20 

li 5 

204 

35 

510 

40 

7, 700 

10, 6e0 

510 

10. 

30 

165 

319 

60 

981 

45 

10, 500 

13, 708 

570 

11. 

20 

165 

204 

35 

510 

40 

7, 700 

10, 680 

510 

12 . 

20 

165 

204 

35 

510 

40 

7, 700 

10, 680 

510 

13. 

20 

190 

104 

35 

510 

40 

7, 700 

10, 680 

510 

14... 

20 

190 

204 

35 

510 

40 

7 700 


510 

15. 

20 

190 

204 

35 

510 

40 

7, 700 

10, 680 

510 

16. 

20 

190 

204 

35 

510 

40 

7, 700 

10, 680 

510 

17. 

20 , 

ISO 

204 

35 

510 

40 

7, 700 

10, 680 

510 

18. 

20 

165 

204 

35 

510 

40 

7, 700 

10, 680 

510 

19. 

30 

165 

319 

60 

981 

45 

10, 500 

13, 708 

570 

20. 

40 

165 

409 

80 

1, 191 

56 

11, 885 

18, 516 

740 

21. 

20 

190 

204 

35 

510 

40 

7, 700 

10, 680 

510 

Total. 



5,917 

1, 182 

18, 466. 97 

995 

207, 458 

283, 560 

12, 440 


Bridges from Hudson River , via Old Mohawk and Erie Canal, to Albany. 


Quantities and items. 


5,917 cubic yards excavation. 

1,182 cubic yards ashlar-masonry. 

18,467 cubic yards pier and abutment masonry 

995 cubic yards coucrete. 

207,458 feet, board measure, pine. 

283.560 feet, board-measure, hemlock. 

12,440 pounds iron spikes and nails. 

* 

Superstructures. 

1 donble-track railroad-bridge, 190 feet span.. 
1 single-track railroad-bridge, 190 feet span_ 

7 road-bridges, 190 feet span, 20 feet wide_ 

4 road-bridges, 165 feet span, 20 feet wide.. 

8 road-bridges, 165 feet span, 30 feet wide. 

1 road-bridge, 165 feet span, 40 feet wide.. 

1 road-bridge, 165 feet span, 50 feet wide. 


..per cu. yd.. 

.do- 

.do- 

.do- 

per 1,000 ft.. 

.do... 

.per lb.. 


Price. 

Amount. 

Total. 

$0 28 

$1, 656 76 


15 00 

17, 730 00 


13 00 

240,071 00 


5 00 

4, 975 00 


45 00 

9, 335 61 


20 00 
06 

5, 671 20 
746 40 

$280,185 97 

24,700 00 

24, 700 00 


16,150 00 

16,150 00 


14, 440 00 

101, 080 00 


10,560 00 

42, 240 00 


12, 870 00 

102. 960 0U 


15,015 00 

15, 015 00 


16, 995 00 

16, 995 00 

319,140 00 

599, 325 97 


Mohawk River division, three bridges 
Erie Canal division, tw r enty bridges .. 


$91,995 13 
507, 330 84 

































































































184 NAVIGATION OF THE MISSISSIPPI RIVER. 

Estimated cost of adding 2 feet in height to two locks and pier-walls, West Troy side-cut. 


Quantities and items. 

Price. 

Amount. 

303 cubic yards lock-masonry . per cu. yd.. 

379 cubic yards vertical wall . do ... 

1,768 feet, board-measure, oak timber ... per 1,000 ft.. 

20 pounds spikes.per lb . 

36 pounds holt,a ... ........ 

$13 00 

5 00 
60 00 
06 
12 
50 
28 

$3,939 00 
1,895 00 
106 08 
1 20 
4 32 
1,046 50 
586 04 
300 00 

7, 878 14 

2,093 cubic yards lining . per cu. yd.. 

2,093 cubic yards embankment . do - 

Sn n bbin c-posts Am ........... 

Total. . 

— 




From Hudson River, via Old Mohawk and Erie Canal, to Albany. — Property-damages. 


Quantities and items. 

Price. 

Amount. 

Land and buildings, West Troy.... 


$190,700 00 
61, 200 00 
21,000 00 
175, 000 00 
6,750 00 

454, 550 00 

Land and buildings, Port Schuyler. 


Land and buildings, Troy road. 


Land and buildings, Albany... 


22.5 acres of land^Hndson River to Albany.per acre.. 

Totgl. 

$300 




From Hudson River, via Old Mohawk River and Erie Canal, to Albany, Mohawk River divis¬ 
ion, 2.25 miles. 


Quantities and items. 

Price. 

Amount. 

35.932 cubic yards excavation, earth.per cu. yd.. 

277,677 cubic yards excavation, rock.do_ 

291,343 cubic yards excavation, dredging.do_ 

Lock No. 1 (A), 10.25 feet lift. 

$0 28 

1 00 
25 

$10,060 96 
277, 677 00 
72, 835 75 
115,641 80 
22, 041 50 
47,516 80 
22, 436 e3 

568, 210 64 

Single-track rail road-bridge. 


Double-track railroad-bridge. 


Road-bridge... 


Total. 

— 




From Hudson River, via Old Mohawk and Erie Canal, to Albany, Erie Canal division, 6.06 

miles. 


ESTIMATE. 


Quantities and items. 

Price. 

Amount. 

1,166,463 cubic yards excavation of earth. 

149,895 cubic yards excavation of rock.. 

66,413 cubic yards vertical wall, in cement. 

420 cubic yards slope-wall. . 

29,577 cubic yards lining. 

22,025 cubic yards puddling. 

2 locks.1. 



$0 28 

1 00 

5 00 

2 00 
50 
30 

$326, 609 64 
149, 895 00 
332, 065 00 
840 00 
14,788 50 
6,607 50 
289, 428 17 
35,411 79 
507,330 84 
7,778 14 

6 culverts.. 


20 bridges .. 

• 



Raising locks. <fcc.. West Trov side-cut .. 






Total.. 




l, 670, 754 58 




GENERAL SUMMARY. 



Amount. 

Mohawk River division, 2.25 miles. 

$568,210 64 
1, 670, 754 58 
d^A aa 

Erie Canal division, 6.06 miles. 

Property-damages . 

Engineering and contingencies, 10 per cent. 

269, 36 i 52 


Total, 8.31 miles. 

9 0A9 U7A 71 

















































































NAVIGATION OF THE MISSISSIPPI RIVER. 


185 


CC g. 

FIRST SUBDIVISION OF THE CENTRAL TRANSPORTATION-ROUTE. 

REPORT OF MAJOR W. E. MERRILL, CORPS OF ENGINEERS. 

United States Engineer Office, 

Cincinnati , Ohio , February 25, 1875. 

General: In your letter of June 30, 1874, you direct me to submit 
a report on the following through transportation route recommended 
for examination by the Senate Committee on Transportation, viz, “the 
radical improvement of the Ohio River from Cairo to Pittsburgh, so as 
to give 6 or 7 feet of navigation at low water.” In accordance with 
these instructions I have the honor to submit the following report. 

The subject of the radical improvement of the Ohio River has been 
so often discussed in official reports that it will only be necessary in this 
connection to give the conclusions set forth in these reports. My pred¬ 
ecessor in charge of the improvement of the Ohio, Mr. W. Milnor 
Roberts, civil engineer, in his last report on the river, dated April 21, 
1870, and priuted as Ex. Doc. No. 72, House of Representatives, Forty- 
first Congress, third session, recommended the ordinary slack-water sys¬ 
tem, with the addition of what he called “freshet-chutes,” to be opened 
and closed by the floating ponton devised by the Hon. F. R. Brunot, 
of Pittsburgh, generally known as Brunot’s hydraulic gate. The details 
of these chutes he did not attempt to elaborate. 

The Board of^ Engineers appointed to make a report on the radical 
improvement of the Ohio by hydraulic gates and movable dams, con¬ 
sisting of Major Weitzel and myself, submitted a report, dated January 
31, 1874 (priuted as Ex. Doc. No. 127, House of Representatives, Forty- 
third Congress, first session), in which, after giving full descriptions of 
all the various apparatus in use iu France, Germany, England, and 
India, they finally concluded that, before deciding absolutely upon any 
method of improvement, it would be desirable to test the Brunot gate on 
the Monongahela. 

In addition they expressed the opinion that, should this gate work 
satisfactorily, it might be more advantageous to use it in connection 
with permanent dams than to adopt the French practice of movable 
darns. 

The Board thus substantially agreed with Mr. W. Milnor Roberts. 

Since that time I have continued my studies in this matter, and have 
finally concluded that the French system of movable darns is the best 
that can be adopted. I have therefore abmdoned the contingent opin¬ 
ion which, as a member of the Board, I gave iu favor of permanent 
dams with Bruuot’s gate and sluice. This final opinion is given in my 
last annual report on the improvement of the Ohio River, priuted in the 
Report of the Chief of Engineers for 1874. 

My reasons for this change are briefly as follows: 

1. The Brunot gate itself may not operate satisfactorily; on this point 
we have no positive information, as the trial which the Board rec¬ 
ommended was not made for lack of an appropriation for this purpose. 
Something, however, can be learned from the test made in France of 
the Krantz ponton, which in many respects is similar to the Brunot pon¬ 
ton or gate. On this matter my information is unfortunately vague, 
the substance of it being that I have received private advices from a 
distinguished French engineer, that the Krantz system, which, as stated 


186 


NAVIGATION OF THE MISSISSIPPI RIVER. 


in the Board report, was on trial on the Seine below Paris, did not work 
satisfactorily. It is possible, however, that the trouble may have arisen 
from the points in which it differs from Brunoffs gates, and not from 
those in which the two agree; I therefore do not lay much stress on this 
objection. 

2. The Brunot gate, if used as proposed, requires the addition of a 
long inclined plane above and below the gate, so as, if possible, to avoid 
the wave at the entrance into the pass and the waves at the foot, where 
connection is made with the lower pool. There seems good reason to 
fear that these waves might prove dangerous to coal-fleets. In any 
event these inclined planes must be quite costly. It is apparently im¬ 
possible to avoid them, as the construction of the Brunot ponton is such 
that when the pass is open the ponton is dropped down into a chamber 
beneath it. The depth of this chamber must be a little more than the 
depth of the ponton. The bottom of this chamber cannot be much, if at 
all, below the bed of the river, as otherwise it might become impossible 
to keep it clear of sedimentary deposits. Allowing one foot of clear¬ 
ance below the ponton, we find that the greatest depth to which the lat¬ 
ter can be lowered is one-half a foot less than half the vertical distance 
between the comb of the dam and the bed of the river. Assuming a 
difference of level between the two pools of 6 feet, and a depth of 6 feet 
at the head of the lower pool, we find that the ponton when down can¬ 
not be lower than L 2 —£=5£ feet below the crest of the dam, or 6J feet 
above the bottom of the river. Assuming that the opening of the"pass 
will not materially lower the level of the upper pool, which would be 
the case if, as assumed in the Board report, the pass were opened in low 
water only long enough to let a fleet through, we would have a differ¬ 
ence of level of 6 feet to be overcome. The inclined plane could not 
have a steeper slope than 1 in 100, and it would be better to give it as 
little as 1 foot in 200. We thus see that the lower inclined plane could 
not be less than from 000 to 1,200 feet in length. The length of the 
upper inclined plane, by which the water is gradually brought to the 
pass, would not be great. It should be long enough to prevent any 
wave at the head. Probably a base of 100 feet, with a suitable widen¬ 
ing of the upward prolongations of the side-walls, would accomplish 
the purpose. 

The steepest natural slopes on the Ohio are found when the river is at 
its lowest stage. At Horsetail, five miles below Pittsburgh, there is a 
fall of 1 foot in 461 feet; at Deadmau’s Island, fourteen miles below, a 
fall of 1 foot in 513; at the Twiu Islands, eighty-five miles below, lfoot 
in 781 • and at the Trap, eleven miles below, 1 foot in 8U0. All of these 
slopes are much more gentle than the gentlest suggested for the lower 
inclined plane of the chute. 

Narrow sluices for passage through permanent dams were in general 
use in France prior to the invention of the present system of movable 
dams. In order to throw as much light as possible on this vexed ques¬ 
tion of inclined planes I have made the following translations in regard 
to sluices from the best French authorities on this subject. The one 
that follows is from Minardi Navigation des Rivieres et des Ganaux. 

The width of sluices in the narrowest part generally exceeds that of a boat by from 
15 inches to 2 feet on each side. It ought to be even greater for sluices whose side- 
walls are parallel, in order to facilitate the entrance of boats. [The plates show the 
width of a large sluice to be about 40 feet.] 

Sluices have been made for a fall of from 2 to 4 feet. The latter are dangerous to 
navigation and to the solidity of the work-;. It is necessary to wait before passing- 
boats through until the discharge has greatly lessened the fall. 

The floors of sluices are from 23 to 33 feet in length. The side-walls may be longer. 


NAVIGATION OF THE MISSISSIPPI RIVER. 


187 


Ifc is advisable that they should not be parallel, and that the pass should widen out at 
each end, in order to guide the boat and to prevent it from striking violently against 
the walls. It is likewise advisable to terminate the side-walls bv wood work exten¬ 
sions which will deaden the shock. 

By considering the different circumstances of the passage of boats through sluices, 
we can determine how to arrange the dimensions of the latter. 

When a boat descends freely through a sluice it experiences a more or less violent 
commotion when it strikes the gyratory counter-current which is usually found at the 
foot of a rapid, and in which lightly-laden boats may even remain in equilibrium, 
pushed from behind and held back in front. 

Thus in January, 1834, a large empty abandoned boat was carried in a flood of the 
Corr^ze on to the top of the weir of the Brives dam. It was precipitated to the foot 
of the cataract, where it stopped ; it remained there more than 15 hours, making short 
movements backward aud forward, and battering down the masonry of the dam. 

Also in November, 1834, having learned from an engineer that a skiff could remain, 
as it were, in suspense on the rapid of Saint-Maur-sur Marne sluice, I went there with 
him; we ascended the current, which flowed through the sluice, in a sail-boat, com¬ 
pleting our trip through the sluice by having the boat hauled into the cataract; on 
getting there we found that the boat, whose sail was lowered, remained almost at rest, 
its bow in the current, and its stern supported by the wave of the counter current. 
An occasional stroke of the oar kept the boat in line with the current and prevented 
it from moving sideways. We allowed it to remain in this position for an hour, and 
we had much difficulty in extricating ourselves from it. 

With an instrument hurriedly made, I found that the thickness of the layer of coun¬ 
ter-current was only about 3 inches; the variations of the current made it very diffi¬ 
cult to make this measurement; the w r hirl was 13 inches in diameter. 

The total fall was 14 inches; the foot of the cataract was 11 inches lower than the 
level of the lower pool; the velocity of the current, at the position of the boat, was 
at least 7^ feet per second; the skiff, holding three persons, drew 7 inches amidships. 
Fig. 46 [not copied] shows the course followed by a floating body thrown in above 
the rapid. « 

The counter-current at the lower ends of sluices is analogous to that which we have 
examined in the over-falls of weirs; but the nearness of the side-walls modifies it 
somewhat. This effect is more or less moderated as the fall is lessened. 

When a boat already on an incline corresponding to the surface of the water meets 
the whirl, which is from 1 foot to If feet in height, it is checked in front and strongly 
pushed in the rear; the result of these opposing forces is to incline it still more, aud 
to cause the bow to plunge. It is then desirable that the floor should be as low and as 
short as possible, and it is even well to make an artificial excavation at the lower end. 

On the other hand, it is desirable that the side-walls should be long enough to hold 
the water, and to reduce the slope by lengthening it. They may, therefore, be pro¬ 
longed beyond the floor. It then becomes indispensable to build them on piles, the 
principal effect of the fall being a great scouring at the foot. 

In fact the removal and replacing of the beams or needles, the hauling of a boat up 
through the sluice, aud the waiting until the current has moderated, will necessitate 
the opening of the sluice for three or four hours, during which time a violent current 
acts on the bottom. Therefore, the prolongations of the side-walls beyond the floor 
are as much exposed to undermiuing as the piers of a bridge. It is, therefore neces¬ 
sary, uuless the bottom is of rock, to surround them with deeply-driven piles aud 
sheeting-piles. 

This tendency to scouring is very great; it would be useless to oppose it. Exten¬ 
sions of the floor, besides injuring boats, would, sooner or later, be carried away. 

The sole of the pass is not vertically undermined in the beginning; the soil, even 
when it is moderately firm, is at first cut away ou a very steep slope near the pass, and 
then on a gentle slope; so that the maximum of depth is generally found at from 25 
to 40 feet from the end of the sole; but afterward the scouring action travels back¬ 
ward to just under the sole, in consequence of a whirl with horizontal axis, which up¬ 
lifts the wooden platform with which these soles are sometimes terminated. It is in 
consequence of this eddy that we sometimes find that in artificial deepenings made 
with a vertical fall just; beyond the sole, the current has brought back a part of the 
excavated material and has formed a slope beginning at the lower eud of the sole. 

The depth of the scour, and the distance to which it extends, vary with the fall and 
the nature of the bottom, whose hardness finally yields in the course of time. Do we 
not see very hard granite rocks wasted and worn away under the natural falls of 
rivers? It seems, in fact, that the deepening ought to increase until, in consequence 
of the excavation, there will be such great masses of water to be put in motion as to 
use up a part of the quantity of action caused by the fall; in a word, the regimen of 
the cataract must become established, like that of a less rapid current. 

In the Cours de Constructions of MM. Sganzin aud Reibell are some 
remarks on tlie sluices formerly so largely used in France before the 


188 


NAVIGATION OF THE MISSISSIPPI RIVER. 


invention of movable dams, from which I extract the following para* 
graphs as pertinent to the question before us: 

The size of sluices is limited by the method employed in closing them, which is very 
variable; there are sluices varying in width from 13 to 26, and even to 43, feet, de¬ 
pending upon the dimensions of the boats, the violence of the floods, &c. 

The width of opening of sluices for the passage of floods, and for the transit of rafts 
or loose logs, varies from 10 to 26 feet in sluices now existing. 

Their soles are generally placed on a level with the bed of the river above the dam, 
and they connect, with the bed below the dam by a slope. In this way sluices for dis¬ 
charge can also be used for the passage of boats. The bottoms of these slu ces in soils 
that will wash, should be protected by a sole w r ith a guard-sole below, as has been indi¬ 
cated for passes always open. 

The width of these passes depends on the maximum widths of the boats. * * * 

The sluices used for navigation have their side-walls prolonged much farther down 
stream, in order to guide the boats and especially to make more gentle the curvilinear 
slope of double curvature w hich connects the upper pool with the lower. 

To still more lessen this slope, the sluice is opened a quarter of an hour before the 
passage of boats in either direction, although this often causes an injurious lowering 
of the water in the upper pool. It has been recommended that the side-walls should 
have unequal length down stream, in order to diminish the boils and waves which are 
formed where the sluice-water meets that which has fallen over the dam. 

The construction of the sole of a navigable sluice is surrounded with difficulties; if 
it is much prolonged on a straight slope downward, there is reason to fear that the 
boat in its oscillations will strike it; if it is made very short, there may result serious 
scours at the foot when the river-bottom is not firm. 

Although the sluices above described differ in many particulars from 
the inclined planes proposed for use in connection with the Brunot pon¬ 
ton, they yet are^ sufficiently alike to enable us to get some valuable 
information from’ the experience obtained by their use during many 
centuries. Navigable sluices were used on the Yonne as far back as the 
reign of Louis IX (1226-1270), as an ordinance of this king is extant 
forbidding the construction of anything in the bed of this river that 
might hinder navigation. In February, 1415, Charles VI ordered that 
all sluices should be 24 feet in width, which decree was reaffirmed 
in 1520, 1598, 1669, and 1673. In 1720 the number of dams with sluices 
on the Upper Yonne was twenty-five, and on the Lower Yonne there 
were ten. These sluices were gradually widened and improved, but the 
greatest change was inaugurated in 1835, when the first Poiree needle- 
dam was built. By this invention the width of sluices was increased to 
72 feet, thus changing them into what are now known as navigable 
passes. In 1860, a still further advance w r as made by the substitution 
of Chanoine wickels for needle-dams. This substitution is now com¬ 
plete, and represents the greatest advance thus far made iu movable 
dams. 

The Chanoine system, which this brief history shows to have been the 
culmination of the experience of centuries, is the one which I desire to 
put into operation on the Ohio. 

I conclude from the descriptions quoted above that there might be 
serious trouble in the use of inclined planes, from the dangerous scour 
likely to take place at the foot of these planes, and also from the waves 
and whirls which would endanger the safety of barges. The difficulties 
which were found on small rivers, and with small bodies of water, would 
probably be increased with larger rivers and wider sluices. 

The only French systems that use the power of the stream for work¬ 
ing the movable parts are the Girard, the Desfontaines, and the Krantz. 
None of these can be used for a pass whose sole is on a level with the 
bottom of the river, and iu this respect they are like the Brunot system. 
It therefore follows that, as far as our present knowledge extends, the 
use of sluices with gates that can be maneuvered rapidly, both for open¬ 
ing and closing, likewise necessitates the use of an inclined plane. It 


NAVIGATION OF THE MISSISSIPPI RIVER. 


189 


is proper to add that the use of inclined planes for chutes or passes in 
weirs is unknown in France; the three French systems mentioned 
above being only used on weirs to control the levels of the pools by regu¬ 
lating the discharge of the river at the site of the darn. 

3. The use of permanent darns or weirs equipped with the Brunot 
gate would compel all up-stream navigation to go through the locks. 
Yery high floods, in which it might be possible to go over the dams, 
occur so seldom in the upper part of the river that they need not be 
considered. On the other hand, if the inclined-plane system should 
prove to work well, it may be possible to maintain a continuous down¬ 
stream navigation through the chute at all times. This would be a de¬ 
cided advantage, if attainable. As it is necessary, in order to make an 
exact comparison between the proposed Brunot system and others, to 
assume a precise case for comparison, I have taken the dam at or near 
McKee’s Bocks, being the proposed site for the first dam on the Ohio 
Biver. 

The French system requires all navigation both up and down stream 
to pass through the locks, when there is less than 6 feet of natural navi¬ 
gation, but at all other times the river is entirely unobstructed. The 
main question therefore is, Which of the two systems will give most help 
to navigation? 

I am constrained to believe that the towing interest would prefer to 
have the river kept as much as possible in its natural state, and that 
they would consider it hazardous to be always under the necessity of 
running a chute or going through the lock when descending the river. 
Experience has shown that for dams of 6 feet lift, such as are proposed 
in the Ohio, a rise of 15 feet in the natural river is required in order to 
give a depth of 7 feet over the combs. This depth would allow the safe 
passage of boats drawing 6 feet of water. 

Confining ourselves for the present to the upper part of the river, 
where alone the actual work of construction is recommended at present, 
we find from the records of the Pittsburgh gauge, as kept during the 
seventeen years between 1854 and 1871 (see Beport of Chief of Engin¬ 
eers for 1871, page 399), that the average duration of a stage of 15 feet 
or more is but ten days per annum. This is very irregularly distributed 
as follows: 


January .. 
February . 
March .... 

April. 

May. 

June. 

July. 

August ... 
September 
October... 
November. 
December. 


Days. 

. 1.1 
- 1.1 
. 2.4 
. 2.4 
. 0.8 
. 0.5 
. 0 
. . 0 
. 0.2 
. 0.1 
. 0.4 
. 0.9 


Total for the year. 9.9 

This shows that no dependence can be placed on passing over the 
dams. The times when such a feat is possible are so short in them¬ 
selves, and they are so irregularly distributed through the year, that the 
assistance which navigation would receive from this source is too slight 
for serious consideration. We may, therefore, come to the conclusion 
that, in the vicinity of the head of the Ohio, the permanent-dam system 
would require all ascending boats to go through the locks and all de¬ 
scending boats to g) through the chute. 















190 


NAVIGATION OF THE MISSISSIPPI RIVER. 


On the French plan, the river is entirely open whenever there is 6 
feet and over on the marks. Examining the record previously quoted, 
we find the following average durations of a stage of 6 feet or more: 


January... 
February 

March- 

April.. 

May. 

June. 

July. 

August ... 
September 
October .. 
November 
December 


Days. 

16.9 

16.3 
26.0 

26.4 
19.7 

9.4 
5.2 

4.5 
5.2 
5.0 

10.2 

18.5 


Total for the year 


163.3 


We thus find that on the French plau we will have an open river, with 
6 feet or more of water for navigation, for nine-twentieths of the year. 
Duriug the other eleven-twentieths, navigation in both directions must 
pass through the locks. Therefore I conclude that the French system 
would better provide for navigation ou the Ohio than the system of per¬ 
manent dams. The same course of investigation, however, would prove 
the exact opposite on small rivers, that seldom have a sufficiency of 
water for a natural navigation. 

4. The effect of permanent dams is always to cause a shoaling above 
the dams. As a general rule this shoaling is insignificant in amount, 
and does not hinder navigation. It is equally true, however, that in 
rivers heavily laden with sand, such as those in the East Indies, the 
pools above dams always fill up even with the combs of the dams. I 
therefore conclude, that in the Ohio ltiver above the falls, permanent 
dams would not cause any injurious shoaling, but that below the falls 
they probably would do so. As this shoaling always takes place in 
high water, these effects would not occur with movable dams, as at that 
stage they would be out of the way. Any small deposits that might 
occur while the dams were up would be swept away when they were 
down. 

5. A great advantage of movable over permanent dams arises from 
the fact that the great strains on dams, and the great dangers of injury 
by undermining or by turning the abutments, occur during floods, at 
which time the movable dams have ceased to be dams. They are thus 
perfectly safe from the most serious source of danger to all construc¬ 
tions placed in the bed of a river. 

These reasons, and the example of the French, who are the best au¬ 
thorities in the world on such subjects, have caused me to change my 
half formed opinion into one decidedly in favor of movable dams. 


NAVIGABLE PASS AND WEIR. 

The next question to be decided is the width of the navigable pass. 
I know of no serious objection to making this pass as wide as the navi¬ 
gation interests may desire, but as 400 feet is considered sufficient to 
allow a safe passage between bridge-piers, I have considered it unneces¬ 
sary to give a greater width to the pass. The reasons why the whole 
river is not made a navigable pass are as follows: The pass-wickets are 
very large and heavy, and are not easy to handle. It is therefore desir- 
















NAVIGATION OF THE MISSISSIPPI RIVER. 


191 


able to reduce their number as much as possible. This can be done by 
making a part of the dam of smaller wickets on a foundation raised 
above the bed of the river. This method of construction likewise gives 
greater facilities in managing small rises, which if allowed to discharge 
by overflow alone would raise the level of the upper pool too high, and 
yet are not sufficient to justify the opening of the pass. By dropping 
some of the weir-wickets, which are easily managed, the rise can be 
passed without difficulty and the wickets can readily be raised again. 
On the other hand, when the whole dam is down the weir partly ob¬ 
structs the water-way, and may make too great a current through the 
pass if the latter be too narrow. The widest French passes on the 
Upper Seine are from 180 to 214 feet. They are generally a little more 
than 40 per cent, of the width of the river. At the selected site for the 
first dam on the Ohio the width of the river, exclusive of the area re¬ 
quired for the lock and the abutment, is 1,200 feet, if we give the pass 
a width of 40 per cent, of the whole width of the river, it would-be 480 
feet wide. This width, however, seems greater than is necessary. The 
widths of coal-tows seldom exceed 125 feet (or a front of five barges), 
and as the width between the channel-piers of the Steubenville bridge 
is but 300 feet, of the Bellaire bridge but 322 feet, of the Parkersburg 
bridge but 350 feet, and of the Newport and Cincinnati bridge 400 feet, 
the last-named width seems ample for a navigable pass. In order, how¬ 
ever, to provide against undue contraction ot the water-way, the half of 
.the weir adjacent to the navigable pass should have its sole at the level 
of the low-water line, the sole of the other half of the weir being at the 
usual level of two feet above low water. This is the method recom¬ 
mended by the latest French authorities for very wide rivers, and for 
those for which the usual width of navigable pass causes too great a 
velocity through the pass when the dam is down. On the highest level 
wof the weir it will probably be very advantageous to use Desfontaines’s 
drum wickets, or the Brunot pontou. The question of choice between 
the two can, however, be left for future study, as in any event the dams 
cannot be built until the locks are finished. In making the estimate 
which accompanies this report, I have thought it best to assume that 
the whole dam will be composed of Chauoine wickets, as these will un¬ 
doubtedly accomplish our object. If the other systems should be thought 
better for the highest level of the weir, the estimate will still be sub¬ 
stantially correct. 

In my last annual report I only estimated for a width of navigable 
pass of 250 feet. Since then I have concluded, after consulting with 
those interested in Ohio Biver navigation, and studying the first loca¬ 
tion for a dam, the surveys for which were then in progress, that it 
would be better to widen the pass to 400 feet. 

LOCK. 

Experience in France on navigations similar to what is proposed for 
the Ohio, shows that it is greatly to the advantage of navigators for the 
locks to be large enough to pass ascending or descending fleets at one 
lockage. An average coal-fleet has ten barges (130 by 25 feet), one fuel- 
flat (100 by 22 feet), and one steamboat (230 by 48 feet). The barges 
could pass two abreast if the locks were 52 feet wide, three abreast if 
they were 78 feet, and four abreast if they were 103 feet. The first- 
named width, however, is too narrow for the usual packet steamboats, 
which require from 60 to 80 feet, and the last-named is too wide to be 
closed by the ordinary lock-gate. The width of lock must therefore 


192 


NAVIGATION OF THE MISSISSIPPI RIVER. 


necessarily be 78 feet in order to accommodate all classes of traffic in 
tbe best manner. 

To hold such a fleet as I have described above will necessitate an 
available length (from the lower side of the miter-wall of the upper gates 
to the recesses of the lower gates) of 628 feet. The length between hol¬ 
low quoins will therefore be 680 feet, and the total length of the river- 
wall, from head to foot, will 770 feet. 

This length may seem excessive, but the advantage of passing a fleet 
at one lockage is very great, and the increase of cost is not in propor¬ 
tion to the length of the lock. The most expensive parts of a lock are 
the gates and the masonry around them, and they cost the same in all 
locks of the same width and lift, regardless of their length. The differ¬ 
ence between a short and a long lock, of the same width and lift, is 
only the cost of the extra length of chamber-wall, and this is the cheap¬ 
est masonry about the lock. The fleets on the Seine are somewhat 
smaller than those on the Ohio, although their larger barges have al¬ 
most exactly the same dimensions as Ohio coal-barges. To pass one of 
these fleets at a single lockage, the lock-chambers on the Upper Seine 
have a width of 40 feet, and an available length of from 591 to 615 feet. 

In my last annual report, I recommended that the lock should be 
divided into two parts by a pair of middle gates, in order that single 
steamboats and small tows might be accommodated without using so 
large an amount of water as would be required to fill the whole lock. 

After the detailed plans of the lock were prepared, I found that the 
extra cost of these gates, and of the additional culverts that must go 
with them, would not be justified by the saving in the consumption of 
water. The low-water discharge of the Ohio was found by Mr. Roberts, 
my predecessor, to be 1,600 cubic feet per second. This is sufficient to 
fill the whole lock in 3J minutes. As the lock would not be used of- 
tener than once in 15 minutes for single steamboats, or once in 20 min¬ 
utes for fleets, we evidently have an abundance of water to spare even 
in the lowest stages. The leakage through the dam can be reduced as 
much as may be desired by the usual expedient of laying planks over 
the intervals between the wickets. 

I have not estimated for a double lock, as I think that the large 
single one proposed will answer every purpose. It will be just as well 
adapted to the needs of commerce when several boats are moving in 
the same direction, but it will not be so useful when boats moving in 
opposite directions meet at a lock. To balance this disadvantage we 
have the greater facilities which it offers to large tows, and, besides, it 
should be borne in mind that when navigation is naturally most active 
the dam is down, the river is entirely open to navigation, and the lock 
is not needed. On the Seine it has not been found necessary to double 
any of the locks. The usual lift of the lock, when both pools are at their 
normal levels, will be 6 feet, but the walls have been calculated to resist 
the greatest pressure that can come on them when the lock is either 
full or emptied for repairs. 


NAVIGATION OF THE MISSISSIPPI RIVER. 


193 


ESTIMATE. 


One river-lock, with lift of 6 feet, 6 feet on lower miter-silly 628 feet of available length, and 78 

feet of width in the clear. 


i 

Cut-stone 

masonry. 

Coursed rub¬ 

ble. 

Uncoursed 

rubble. 

6 

’E 

Ph 

o 

O 

River-wall, face. 

Cub. yds. 
2, 434 
312 

Cub. yds. 

Cub. yds. 

$15 00 
15 00 

6 50 
15 00 
15 00 

6 50 
15 00 

8 50 
15 00 

6 50 

8 50 1 
15 00 j 
6 50 ] 

$36, 510 
4, 680 
16, 055 
17,580 
3, 570 
18,317 

3, 450 
510 
300 
780 
340 
225 
715 

6, 000 
20, 000 
16, 000 

4, 000 
1,250 

5, 000 
8, 000 

coping. 



hacking.. 


2, 470 

Land-wall, face... T. 1 

1,172 

238 


coping. 



backing. 


2, 818 

Miter-walls. 

230 


Upper wing-wall, face... 

60 


coping. 

20 


backing. 


120 

Lower wing-wall, face. 


40 

coping.. 

13 ! 

1 _ ! 


backing. 


110 

Coffer-dam and numnino-__ 


Rock-excavation, 10,000 cubic yards. . 

2 00 

4, 000 00 
200 00 

1,250 00 

5, 000 00 

4, 000 00 

Lock-gates, 4 leaves. 

Wickets with apparatus, 20... 

Maneuvering needle-dam at head of lock. 

House for lock aud dam tenders. 

Encrineerinc—engineer and assistant, 2 vears ___ _ 

Total___ 



163, 282 
16,328 

Contingencies, 10 per cent... 

Total for one lock on rock-foundation._ _.. _ _ 

179, 610 



This estimate is $20,000 less than the rough estimate ($200,000) which 
I made in my last annual report. A large portion of this saving is due 
to the suppression of the middle gates, with their attendant culverts, 
and enlargement of the side-walls. 

At the site selected for the first dam, the river has a rock-bed, but as 
we approach the left bank this bank is overlain by a layer of gravel and 
sand. The estimates which follow will therefore only apply to cases of 
similar foundations. 

As stated before, the pass is closed by Chanoine wickets having 12 
feet vertical height above the sill of the pass, and placed at a distance 
apart, measured from center to center of wicket, of 3.61 feet. These are 
the dimensions used at the Port a-PAnglais dam, and though they ap¬ 
pear awkward when given in English feet, it has been thought best to 
preserve them for the present. There will be no difficulty in slightly 
changing them when the actual work of construction is begun. The 
interval between wickets is 0.33 of a foot, or 4 inches. 

All the coffer-dams, for which estimates are submitted, are built to a 
height of 8 feet above the low-water line, so that they will not be sub¬ 
merged until there is 10 feet of water in the channel. 


Navigable imss giving an opening of 400 feet and having its sill 2 feet below low icater. 

COFFER-DAM, PER RUNNING FOOT. 


Material. 

Trice. 

Quantity. 

Cost. 

String-pieces . ...... 

$35 per 1,000 feet.. 

85 feet.... 
150 feet... 
210 lbs .... 
6 yards ... 

$2 98 

5 25 

6 30 
3 00 
5 00 

Sheeting-planks .. 


Two inch round-iron ties -, .... 

3 cents per pound. 

Gravel ___.................. 

50 cts. per cubic yard.. 

T «» ___ 

P'naf nf atia rnmiin Cf fnrtt. of* P.nffrtT dfim.... 

22 53 



H. Ex. 49-13 






































































194 


NAVIGATION OF THE MISSISSIPPI RIVER 


PUMPING, PER RUNNING FOOT. 

To make au approximation of the cost of this service, it is necessary 
to make some assumptions. At the best, this expense mast, from the 
nature of the case, be indeterminate. 

We will assume that work can only be attempted during a period of 
five months, say from June 15 to November 15, that being the usual 
period of lowest water; that it will take two such seasons to complete 
the dam ; and that the yearly depreciation of the pumping-apparatus 


wfill be 10 per cent., and its yearly repairs the same. 

A 10-inch centrifugal pump, with 15-horse-power steam-engine, will cost... SI, 500 00 
A flat-boat for carrying it. 800 00 


Total cost of plant... 2, 300 00 

Yearly cost of plant, depreciation, and repairs, 20 per cent. 460 00 

Cost of plant for two years. 920 00 

One engineer, ten months, at $90 per month. 900 00 

Two deck-hands, ten months, at $90 per month. 900 00 

Coal, three hundred bushels j)er month for ten mouths, at ten cents per 
bushel.. 300 00 


Cost of pumping for two seasons, or for building 1,200 feet of dam. 3, 020 00 

Cost of pumping, per running foot of dam... 2 50 

As this work is subject to extraordinary accidents by floods, it would be bet¬ 
ter to put it at. 3 00 


Foundation per running foot. 


Material. 

Price. 

Quantity. 

Cost. 

Rock-excavation.per cubic yd.. 

Cut-stone masonry.do. 

Rubble.do. 

$2 00 
15 00 

6 50 
45 00 

4.5 yards. 
1.13 yards. 
1.0 yards. 
34.0 feet... 

$9 00 
16 95 
6 50 
1 57 
5 00 

• 

Cost of one running foot of foundation. 





39 02 





Appurtenances of the sole per one wicket and per running foot. 


Name of part. 

No. 

Material. 

Quantity. 

Price. 

Cost. 

Heurter and slide... 

1 

Wrouglit iron_ 

480 lbs .... 

10 cts. per lb .. 
10 cts. per lb .. 
10 cts. per lb .. 
40 cts. per lb .. 

$48 00 
9 80 

Tripping-rod. 

1 

....do. 

98 lbs ... 

Guides. 

•2 

_do. 

42 lbs 

4 20 
10 40 

Roller. 

1 

Bronze. 

26 lbs .... 




Cost of appurtenances per wicket. 





72 40 







Cost of armnrtfinances ner running foot.... 





20 p5 
5 00 







Total ner running foot. 





25 55 



Wicket, total cost and cost per running foot. 


Name of part. 

No. 

Material. 

Quantity. 

Price. 

Cost. 

Horse. 

1 

Wrought iron... 
... do . 

450 lbs.... 

10 cts. per lb .. 
10 cts. per lb .. 
7 cts. per lb .. 
10 cts. per lb .. 
7 cts. per lb .. 
5 cts. per lb .. 
$50 per 1,000 ft. 

$45 00 

13 30 
, 5 60 

60 00 

14 50 
16 50 
20 45 

Anchoring-rods. 

2 

133 lbs .... 

Anchoring-disk... 

i 

Cast iron.... 

80 lbs .. 

Prop. 

i 

Wrought iron... 
Cast iron. 

600 lbs .... 

Journal-boxes. 

4 

220 lbs .... 

Bolts and nuts. 

30 

Wrought iron... 
Lumber.. 

330 lbs ... 

Panel.... 

1 

409 feet ... 




Cost of wicket. 

Cost of wicket per running foot. 





175 35 
48 57 



















































































NAVIGATION OF THE MISSISSIPPI RIVER. 


195 


LOW WEIR. 

Sill at level of low water. 

Hie coffer-dam required will be identical with the one employed for the navigable 
pass, consequently the same estimate will hold good in this case. 

Foundation, per running foot. 


Material. 


Price. 


Quantity. 


Concrete. 

Gravel. 

Cat-stone. 

Boards—inner sheeting for con¬ 
crete frame. 

Uprights for same.... 

Sills. 

Riprap... 

Labor. 


$5.00 per cubic yard.| 0.75 cubic yard 

50 per cubic yard.I 0.80 cubic yard 

15.00 per cubic yard. 1 cubic yard .. 

30.00 per 1,000 feet. 12 feet.. 

39.00 per 1,000 feet. 5 feet.. 

45.00 per 1,000 feet. 34 feet. 

1.60 per cubic yard. 1.22 cubic yard 


Cost of one running foot of foundation 


Cost. 


$3 75 
40 
15 00 
36 


15 
1 57 
1 95 
5 00 

28 18 


The costs of the appurtenances of the sole and of the wickets will be five-sixths of 
the costs of the similar parts of the navigable pass. They will therefore be as follows : 


Appurtenances of the sole, per runniDg foot.. $21 29 

Wickets, per running foot... 40 47 


HIGH WEIR. 

Sill two feet above low water. Coffer-dam same as for the low iveir. Foundation per running 

foot. 


Material. 

Price. 

Quantity. 

Cost 

Concrete . 

$5.00 per cubic yard . 

1.25 cubic yard . 

$6 25 

Gravel . _. .._. 

50 per cubic yard. 

2 cubic yards .. 

1 00 

Cut, -ntoTift -- - __ 

15.00 per cubic yard . 

1 cubic yard ... 

15 00 

Sills . 

45.00 per 1,000 feet . 

34 feet . 

1 57 

Tii pr ap _.... ..... 

1.60 per cubic yard . 

3 cubic yards .. 

4 80 

T.ahnr 



5 00 

Cost of one running foot of foundation . 

33 62 


The costs of the appurtenances of the sole and of the wickets will be 
two-thirds of the costs of the similar parts belonging to the navigable 


pass. They will therefore be : 

Appurtenances of the sole, per running foot. $17 03 

Wicket, per running foot. 32 38 


PIERS. 

As the length of a pier is the same as the width of the floor of the 
pass, the cost of its foundations per running foot, measured in the direc¬ 
tion of the length of the dam, will be the same as the cost of the length 
of foundation of the pass. The width of a pier being 11.48 feet, it will 
oifly be necessary to multiply the cost of the foundation of the pass per 
running foot by 11.48 to obtain the cost of the foundation of a pier. 


Cost of foundation of one pier 71.55x11.48. $821 39 

115.02 cubic yards of cut-stone masonry, at $15. 1,725 30 

101.56 cubic yards of rubble-masonry, at $6.50. 660 14 

Maneuvering capstan for tripping-rod. 1, 000 00 


Cost of one pier. 4,206 83 












































































126 


NAVIGATION OF THE MISSISSIPPI RIVER. 


ABUTMENT. 


The abutment is located at the shore-end of the weir. 


Foundation of abutment. 


Material. 

Price. 

Quantity. 

Cost. 

TPiltva 1ft'long driven ___ 

$4.20 each.. 

12 piles. 

$50 40 
462 50 
150 00 

662 90 

Sheeting-piles, 10' long, driven. 

Cfumretift__ 

3.70 each. 

5.0ft nor vard . _ _. . 

125 sheeting-piles. 

varris _ .. 

Cost of foundation of abutmec 




Superstructure of abutment and accessory works. 


Material. 


Price. 


Quantity. 


Cost. 


Cnt-stone masonry. 

Concrete backing:. 

Capstan and gearing. 

Grading bank, paving, riprap, <fcc 


$15 per yard 
5 per yard 


103.5 yards.. 

87.17 yards. 

1 capstan and gearing 


$1, 552 50 
430 85 
1, 000 00 
5, 000 00 


Cost of superstructure of abutment and accessory works 


7, 983 35 


SUMMARY. 


Having thus determined the cost in detail of each part of the dam, 
we will now bring them together in order to determine the cost in the 
aggregate. 

Xavigable pass. 


Coffer-dam, per running foot. 

Pumping, per running foot. 

Foundation, per runuing foot. 

Appurtenances of the sole, per running foot 
Wicket, per running foot. 

Total per running foot.!. 

Cost for 400 feet of width. 


Low weir. 

Coifer-dam, per running foot. 

Pumping, per running foot. 

Foundation, per running foot. 

Appurtenances of the sole, per running foot .... 
Wicket,. per running foot.•.. 

Total per running foot. 

Cost of 400 feet of width. 


High iveir. 

Coffer-dam, per running foot. 

Pumping, per running foot. 

Foundation, per running foot. 

Appurtenances of the »ole, per running foot.... 
Wicket, per running foot. 

Total per running foot. 

Cost for 400 feet of width ... 


Abutment. 

Foundation. 

Superstructure. 


$•22 

53 

3 

00 

39 

02 

25 

55 

48 

57 

138 

67 

55,468 

00 

$22 

53 

3 

00 

28 

18 

21 

29 

40 

47 

115 

47 

O 

(X 

00 

00 

$22 

53 

3 

00 

33 

62 

17 

03 

32 

38 

108 

56 

43, 424 

00 

$662 

90 

7,983 

35 


Cost of abut i cut 


8,646 25 











































































NAVIGATION OF THE MISSISSIPPI RIVER. 


197 


Gathering together the costs thus determined for each part of the 
dam and neglecting quantities less than one dollar, we have the follcfcv- 
ing: 


Navigable pass ...$55,468 

Pier. 4,207 

Low weir. 46,188 

Pier.4,207 

High weir. 43, 424 

Abutment. 8,646 

Engineering and superintendence two years, at $6,000. 12^ 000 

Total. 174,140 

Contingencies, 20 per cent... 34, 828 

Total estimate of cost of dam. 208,968 


I have added 20 per cent for contingencies, because work like this 
in the bed of a large river, liable to sudden and high rises, is subject to 
injuries and accidents which cannot possibly be foreseen, nor can they 
be covered by an estimate except in this way. 

The site selected for the first dam on the Ohio has a local peculiarity 
which makes the works more costly than they would be at many other 
places. The profile of the river compels the location of the dam with 
one end abutting on Davis’s Island. This necessitates the closing of the 
channel back of this island. This channel is 420 feet in width, and the 
dam must be built up to the same level as the normal pool, which is 10 
feet above low-water. It is proposed to build a dam of piles and coffer- 
work, the mass of the dam being riprap stone, paved on top, and sup¬ 
ported by a long apron of riprap interspersed with piles. 

The down-stream slope of the top of the dam will be one on three. 
The banks above and below the dam will be graded and paved, and 
will have a bank of riprap at the foot of the slope for protection agaiust 
undermining. The method of construction thus indicated is in accord¬ 
ance with the best French methods. 

• 

DAM BEHIND DAVIS’S ISLAND. 

Cost of damper runiiing foot. 


One row sheet-piling, 10 feet long, at $4.75 per running foot, driven. $4 75 

40 feet, board-measure, caps, at $35. 1 40 

28 feet, board-measure, longitudinal stringers, at $35 ... 98 

53^ feet, board-measure, transverse-ties, at $35. 1 87 

3 piles, driven, at $5. 15 00 

3.7 cubic yards stone-paving, at $3.50. 12 95 

12 cubic yards riprap, at $2. 24 00 

2 cubic yards gravel, at 40 cents. 80 

Labor. 5 00 


Total per running foot. 66 75 


Cost for dam 420 feet in length.. 28,035 00 


BanTcprotection above and below dam. 


400 piles, at $5. $2,000 00 

925 cubic yards paving, at $2.50.... 2,312 50 

, 500 cubic yards grading bank, at 20 cents. 100 00 

, 200 cubic yards riprap, at $2. 400 00 


Total 


4,812 50 


Total cost of dam, including bank-protection 


32,847 50 

































198 


NAVIGATION OF THE MISSISSIPPI RIVER. 


TOTAL COST OF DAM NO. 1, ON THE OHIO RIVER, INCLUDING ALL ACCESSORY WORKS. 


Lock. $179,610 

Daui. 208, 968 

Auxiliary dam behind Davis’s Island... „.... .. 32,847 


421,425 

The estimates on a lock and dam thus far given presuppose a rock 
foundation. In case we should be compelled to build on gravel the pre¬ 
ceding estimates must be increased. It then becomes imperative to 
give the lock an artificial bottom or door of concrete, to found the pass 
and wiers on similar beds of concrete, and to guard against injurious 
filtrations by lines of sheet-piling. 

This method of construction is expensive, but it seems to be the only 
one that gives thoroughly reliable results. On the Monongahela wooden 
doors are used, but they are frequently out of repair, and their weak¬ 
ness is constantly endangering the safety of the locks. The following 
extracts from Minard’s Navigation des Rivieres et des Canaux show the 
best foreign practice in such cases: 

Soil incompressible, but liable to scour. 

Sands, gravel, <$c .—Found directly on the soil, and give the floors a thickness of from 
2 to 6£ feet, depending upon the lift, the width of the lock, and the tenacity of the 
masonry ; oppose subterranean filtrations by cross-walls of beton or masonry descend¬ 
ing lower at the head and foot of the lock and under the miter-sills than the general 
foundations, or by carefully driven rows of matched sheeting-piles under the whole 
width of the lock ; make the floor thicker under the miter-sills and under the lower 
gate chambers. Make au apron below the lock whose thickness decreases as it recedes 
from the lock, and whose total length depends on the lift and the resistance of the 
soil. 

Sheeting-piles are very efficacious for intercepting subterranean communication. I 
have seen locks a hundred years old on the Picardy Canal which still worked passably, 
although the lock-chamber no longer had a floor, because the rows of sheeting-piles 
under the miter-sills were in good condition. 

To have the rows of sheeting-piles well joined, it is necessary to use the system which 
was formerly followed and which is yet in use among the Dutch. 

The piles are so arranged as to be capped by two parallel stringers, leaving between 
them an interval equal to the thickness of the sheeting-piles; the latter can then be 
driven by continuous panels aud by slight successive penetrations along the whole 
length of the row, so that they reach their ultimate penetration without losing contact, 
and mutually sustaining each other; which, as is well known, is the advantage of 
driving by panels. 

On the other hand, when they are driven by the ordinary method of first driving 
piles held between two rows of stringers, and then sheeting-piles in the interval be¬ 
tween the clamps, the piles obtain isolated holes, independent in direction one of the 
other, and it is difficult to form a connection between them and the intermediate 
sheeting-piles. 

Ties that are parallel to the length of a lock are the cause of dangerous filtrations, 
because when the earth settles which was placed under them it leaves a void which 
cannot be filled, and which establishes a continuous communication from the water 
above the lock to that below it, whilst similar voids under the caps are interrupted at 
each pile. 

If, as often happens in these kinds of soil, the springs are very abundaut, after having 
excavated until the pumping becomes too costly, the trench for the foundation should 
be finished by dredging. The bottom should be graded to suit the drainage ; the sides 
of the excavation should be slightly raised ; then drainage-wells should be dug in the 
lowest parts ; after which the whole should be covered by a bed of from 1 to 2 feet of 
beton, so as to have a kind of large, flat, impermeable canal, in which pumping can 
be done after the mortar has set. 

Beton, placed on the soil, chokes or diminishes the bottom springs, and makes pump¬ 
ing much less expensive. I found in a similar case that ten Archimedeau screws were 
sufficient to lay bare an excavation covered with 16 inches of beton, while seventeen 
screws had not succeeded in getting water lower than 2£ feet above the bottom of this 
excavation. 

If the foundations are much below the level of the springs, it will be necessary, after 






NAVIGATION OF THE MISSISSIPPI RIVER. 


199 


dredging, to drive an inclosnre of piles and sheeting-piles at the feet of the main slopes 
of the excavatiou, which must be somewhat widened ; then a layer of beton, of from 
2 to 3 feet in thickness, must be poured into the inclosed space; next, by means of 
scaffolds resting on the heads of the piles of the inclosure, whose top must be above 
the level of the springs, vertical or inclined posts must be planted in the beton, which 
will serve to support panels, so as to make a second interior inclosure, forming with 
the first one a perimetrical coffer-work, which should be filled with beton up to the 
level of the springs, supporting it on the exterior by earth-filling. We will thus have 
a coffer-dam, inside of which we can pump out after the mortar has set. The posts 
and panels will then be removed, and the masonry will be built. The masses of beton 
in the coffer-dam, cut in steps if the posts were inclined, will form part of the side- 
walls and of the lift-wall. At the lower end of the lock they must be removed to be¬ 
low the surface, in order to open communication with the lock, unless from motives 
•of economy this part of the coffer-dam was made of clay, which can more readily be 
removed. 

If there is danger of cracking the beton by driving in the posts, their feet can be 
buttressed by long timbers extending from one side of the coffer-dam to the other. 

The interior posts ought to be somewhat inclined; if they are much inclined, consid¬ 
erably less beton is required ; but that part which fills the acute angle of the coffer- 
work can only get there by flowing down a slope, and at this part all the milk of the 
beton ( laitance ) will be accumulated. This has but a very moderate consistence, and 
may give rise to accidents, which can be avoided by using vertical or slightly-inclined 
panels. 

I have given the above translation on account of its intrinsic value, 
and because it is contained in a very valuable treatise (Miuard’s Navi¬ 
gation des Rivieres et des Canaux) which is now out of print. This book 
was recommended to me by a distinguished French engineer (M. Male- 
zieux) as the best authority on such work, and by good fortune I suc¬ 
ceeded in securing a copy. I ought to add that “ beton” and “ concrete” 
are synonymous terms. 

I think that I am perfectly safe in saying that every lock on the Ohio 
will be founded on rock, gravel, or sand. 

Having estimated for a lock on rock foundation, it remains to deter¬ 
mine what modification will be required in the estimates for sand and 
gravel foundations.. 

The great difficulty occurs in the lock-chamber. Although by using 
sheet-piling we may greatly reduce the percolation of water through 
the soil under the lock, it is impossible to stop it entirely. The effect 
of this under-current of water is to cause an upward pressure on the 
floor of the lock whenever the chamber is empty. This upward pressure 
must be met by dead-weight, or by weight aided by tenacity. If we 
use nothing but concrete, it will resist partly by its weight (due allow¬ 
ance being made for reduction of weight by immersion), and partly by 
its construction as a monolith, with its ends firmly held under the side- 
walls. 

If we fill the area with piles and a less amount of concrete in the 
spaces between the piles, we will then have a resistance due to the 
weight of the concrete in water, increased by the resistance of the piles 
to extraction. 

Lastly, we may use masonry built in what is known as plate-bands, 
or reversed arches, with an infinite radius for the intrados. The key¬ 
stone is wedge-shape, with its widest face lowest; the other voussoirs 
have their sides inclining toward the key, and their under-widths are 
slightly greater than their widths at the intrados. The plate-band may, 
therefore, be considered as the extreme case of a flat arch. It may be 
built on a foundation of concrete, or on a wooden platform, thus making 
two additional methods. 

All the plans described above require the same expenditure for coffer¬ 
dam and for the rows of sheet-piling, designed to prevent subterranean 
filtration. The cost of these works will, therefore, be estimated before 
going into the details of the floor. 


200 


NAVIGATION OF THE MISSISSIPPI RIVER. 


COFFER-DAM. 

This will be built of two rows of piles and sheeting-piles, 8 feet apart, 
and the space between the rows will be filled with gravel. The outside 
sheeting-piles will be 3 inches thick and 12 feet long; the inner ones 
being 2 inches by 10 feet long. The latter will be driven by hand. 


Coffer-dam per running foot. 


Material. 

Price. 

Quantity. 

Cost. 

Piles, 1R' long._ . 

$5.4(1 per pile, driven_ 

I . 

$1 08 

Outer sheeting-piles . 

$3 per pile driven 

1|. 

3 60 

Inner sheeting-piles_ 

$40 per 1,000 feet_ 

20 feet, board measure_ 

80 

Wales. 

$35 per 1,000 feet.... 

12 feet, board-measure_ 

42 

Gravel... 

50 cents per cubic yard.... 

2^ cubic yards. 

1 17 

Labor. 


2 00 

Total_ 



9 07 

Goat of 1 040 feet of enffer-rlam_ _ _ __ _ _ 

9, 434*80 





Sheeting-piles. 

The sheet piling, to prevent filtration, should extend along the whole 
length of the river-wall, across the head, across the foot, under the lower 
miter-sill, and on the prolongation of the line of the dam. Its total 
length will be 1,136 feet. 


Sheet-piling per running foot. 


Material. 

Price. 

Quantity. 

Cost. 

Piles, 14 feet long. 

$4.68. 

JL . 

$0 47 
5 76 
37 
1 00 

7 60 

8,633 60 

Sheeting-piles. 

$4.80 per pile, driven. 

. 

Wales. 

$35 per 1 000 feet.. 

lb.67 feet, board-measure.. 

Labor. 


Total.! 



Cost of 1,136 feet of sbeeting j 

>iles. 





Pumping. 

The price of pumping will be taken at the price previously deter¬ 
mined, viz, $3,020 for the two seasons that will probably be required for 
constructing the lock. 


FLOORS OF LOCK-CHAMBERS. 


Concrete only. 

To determine the necessary thickness of the concrete, De Lagrene 
(Navigation Interieure , vol. iii, p. 77) gives the following formula : 

e _ -l 2 +W P+Uhr : 

7r 

in which— 

e = thickness of concrete in meters; 

Z = half-width of lock in meters = 12; 
h = lift of lock in meters = 2; 

7T = safe tensile strain on concrete = 5 tons per square meter. 
Substituting these values in the formula, we get— 


e = 


-144 + 12 V 144 + 2x2x5 
5 


= 1.9 meters = 6J feet. 




















































NAVIGATION OF THE MISSISSIPPI RIVER. 


201 


This result is a large one, and, as experience has shown (Minard, 
Navigation des Rivieres et des Ganaux , p. 184) that the under pressure is 
always less than the theoretical head, I have estimated on a uniform 
thickness of 6 feet. 


17,333 cubic yards concrete, at $5. $80,665 

22,000 cubic yards gravel excavation, at 30 ceuts. 6,600 


Piles and platform with concrete. 


93.265 


The usual practice in France is to put the concrete on top of the plat¬ 
form, while the contrary is the practice in this country. It seems to me 
that where concrete is used under the platform voids may occur under 
the bottom of the lock by settlement or otherwise, and that under these 
circumstances the concrete would probably become detached from the 
piles and the under surface of the platform, with which its bond is neces¬ 
sarily weak, and would fall into these voids. If this should happen, 
the platform would have to withstand the under pressure without any 
help from the concrete. This would not occur, however, where the con¬ 
crete was placed above the platform, and for that reason I prefer the 
French practice. 

In the following estimate the supporting-piles are placed 7 feet apart 
over the whole area occupied by the chamber, and 3J feet apart under 
the walls, and 3 feet of concrete is placed on the platform. The maxi¬ 
mum upward puli on each pile under the chamber, allowing for the 
maximum under pressure due to the head, is calculated at 5 tons, but 
experience has shown that this is much greater than will be found in 
practice. The friction on the sides of the piles will be ample to with¬ 
stand this upward pressure even at its maximum. 


Lock-foundation piles and concrete. 


Material. 

Price. 

Quantity. 

Cost. 

Piles, 12 feet long, driven. 

$425. 

2 576. 

$10, 948 

Caps, 10 by 12. . 

$35 per 1,000 . 

135,000. 

4, 725 

Iron straps, spikes, and bolts. 

6 cents. 

70,000 pounds. 

4, 200 

4-inch floor-planks... 

$35 per 1,000 .. 

312 000.... 

10, 920 

Transverse floor-binders, 6 by 8. 

$35 per 1,000 . 

34,320 feet, board-measure. 

lj 201 

8-inch spikes. 

4 cents. 

18 000 pounds. 

720 

Labor capping piles. 

50 cents. 

2,576 . 

1, 288 

Labor laying floor... 

50 cents.. 

780 linear feet. 

390 

Labor laying floor-binders. 

$-2. 

ito. 

220 

Concrete. 

$5 .. 

8,667 cubic yards. 

43, 335 

niprap... 

$1.50. 

2 500 cubic yards. 

3, 750 

Gravel excavation __ 

30 cents . 

22 000 cubic yards... 

6, 600 

Gravel filling. 

50 cents.... 

2.500_ ' __ 

1,250 

Total..... 


89, 547 




Plate-hands of masonry resting on concrete and on piles and platform. 

The thickness of the plate-bands will be taken at feet, resting on 2 
feet of concrete in the first case, and on piles and platform in the second. 
In the first case, therefore, there will be a substitution of 2i feet of plate- 
band masonry for 4 feet of concrete. The volumes of the two will there¬ 
fore be in the proportion of 5 to 8. Equality in cost would require that 
the price of a cubic yard of masonry should be one and three-fifths 
greater than that of a cubic yard of concrete. But as this masonry 
must be of cut stone, it is evident that its cost would more than exceed 
this limit. This method of construction, therefore, need not be exam¬ 
ined in detail. The same remarks apply still more strongly to the case 
of plate-bands on piles and platform, as in this case the 2J feet of ma¬ 
sonry only replaces 3 feet of concrete. 

















































202 


NAVIGATION OF THE MISSISSIPPI RIVER. 


Where concrete is used, with or without piles and platform, the bed 
of concrete must extend under the side walls, replacing a portion of the 
masonry. This will make a reduction in cost of about $5,000 in lock- 
masonry. 

Summing up the results thus far obtained, we get the following : 


Lock on gravel with concrete floor. 

Coffer-dam. $9,433 

Sheeting-piles.-.... 8,634 

Pumping. 3,020 

Foundation and floor. 93,265 

Lock, as per estimate for rock foundation. 179,610 


Total. 293,962 

Deduct from estimate on rock foundation, coffer-dam, and pumping... $6, 000 

Rock excavation. 20, 000 

Saving on lock-walls. 5,000 

-31,000 

262,962 

Add 10 i>er cent, for contingencies. 26,296 

Total cost of lock. 289,258 

Lock on gravel, with piles, platform, and concrete. 

Coffer dam. $9,433 

Sheeting-piles.. 8, 634 

Pumping. 3,020 

Foundation and floor. 89,547 

Lock, as per first estimate, with deductions as indictated above. 148,610 


259,244 

Add 10 per cent, for contingencies. 25,924 

Total cost of lock... 285,168 


The foundation of concrete on piles and platform, being the cheaper 
of the two, will be the one that will be used in the estimates. 

The costs of the navigable pass, the weirs, and the piers will also be 
different on gravel from what they were on rock. 

The following are the estimates on this part of the work: 

The coffer-dams are allowed to remain and become a part of the work, 
care being taken to cut them down to a foot or two below the level of 
the sills. The high weir has practically no coffer dam, as what might 
be considered such is filled with concrete, and thus made the founda¬ 
tion for'the wickets. 


Navigable pass and low weir on gravel. 
COFFER DAM AND FOUNDATION. 


Material. 

Price. 

Quantity. 

Cost. 

Coffer-dam: 




Piles, 18 feet long. 

$5.1G per pile, driven. 

|. 

$2 06 

Sheet-piles. 

$6.65 per pile, driven. 

2. 

13 30 

Stringers.. 

$35 per 1,000 feet . 

980 feet. 

34 30 

Small sheet-piles ... 

$1.50 per pile, driven. 

2 .. 

3 00 

Binders.. 

$35 per 1,000 feet. 

7 feet. 

25 

Bolts. 

3 cents per pound. 

200 pounds... 

6 00 

Dredging:.. 

30 cents per yard. 

7 yards ... 

2 10 

Concrete.. 

$5 per yard. 

54 yard s.. 

27 50 

Cut-stone. 

$15 per yard. 

] jJL vard . 

16 95 

Sills. 

$45 per 1,000 feet. 

■*10 0 J ***• ** - -- -- -.. 

34 feet ... 

1 51 

Labor .... 



5 00 

Total per running foot. 



111 97 





































































NAVIGATION OF THE MISSISSIPPI RIVER. 


203 


High weir on gravel. 


COFFER-DAM AND FOUNDATION. 


Material. 

Price. 

Quantity. 

Cost. 

Piles, 13 feet long. 

$4.56 per pile, driven. 

J. 

$3 36 

Sheet piles. 

$5.63 per pile, driven. 

2. 

il 26 

Stringers. 

$35 per 1,000 feet. 

80 feet . 

2 80 

Binders . 

$45 per 1,000 feet. 

208 8 feet.. 

9 40 

Sills. 

$45 per 1,000 feet. 

34 feet . 

1 51 

Concrete . 

$5 per yard . 

3 yards . 

15 00 

Gravel.. 

60 cents per yard. 

2 yards.. 

1 00 

Riprap. .. 

$2 per vard. 

1 vard . 

2 00 

Labor. 



5 00 

Total per running foot. 



51 33 






Pier on gravel. 

The cost of foundation will be the same as that for the pass on gravel. 
The area of the pier will either be included in the coffer-dam for the 
pass or in that for the low weir, and therefore its cost can be obtained 
from the one giveu for these parts by omitting the cut-stone and sills and 


multiplying by 11.48. 

We therefore have— 

Foundation (111.97-18.46) X 11.48. $1,073 50 

Masonry and capstan, as per previous estimate. 3, 385 44 

Total. 4,458 94 


Abutment on gravel. 

The estimate already made for the abutment supposes it to be founded 
on gravel, and therefore it need not be changed. 

SUMMARY. 

Bringing together the estimates just made, we find the following : 

Navigable pass on gravel. 


Coffer-dam and foundation, per running foot. $111 97 

Pumping, per running foot. 00 

Appurtenances of the sole, per running foot. 25 55 

Wicket. 48 57 


Total. 189 09 


Low weir on gravel. 

Coffer-dam and foundation, per running foot.. $111 97 

Pumping, per running foot.. 3 00 

Appurtenances of the sole, per running foot. 21 29 

Wicket.-. 40 47 


Total, per running foot 


High weir on gravel. 

Coffer-dam and foundation, per running foot. 

Pumping, per running foot.-.. 

Appurtenances of the sole, per running foot. 

Wicket. 


176 73 


51 33 
3 00 
17 03 
32 38 


Total, per running foot. 

Pier . . . 

Abutment . 

TOTAL ESTIMATE FOR OHIO RIVER. 


103 74 
4,459 00 
8,646 00 


In making this estimate it is first necessary to have an approximate 
location for each lock and dam, and then to apply to the lengths thus 
determined the costs per running foot that are given above. 







































































204 


NAVIGATION OF THE MISSISSIPPI RIVER. 


In the estimate based on rock-foundation the prices per running foot 
do not contain the 20 per cent, for contingencies which was subse¬ 
quently added, nor is it contained in the estimates per running foot for 
gravel-foundations ; adding this percentage to the calculated sums per 
running foot, we have the following general table of costs, from which 
we can obtain the approximate costs of all the parts of any dam, what¬ 
ever may be its length. The abutment is supposed in all cases to rest 
on sand or gravel, as also the dams for closing island-chutes. 

Table of costs o f different parts. 


Lock. 

Navigable pass 

Low weir. 

High weir. 

Pier. 

Abutment. 

Dam behind island 


Rock founda- Gravel- 
tion. foundation. 


per foot. 
-do... 


$179, 610 00 
166 40 | 
138 56 


.do... 


per foot. 


130 27 
049 00 | 


$285,168 00 
226 91 
212 08 
112 49 
5,351 00 
10, 375 00 
78 21 


The following list gives the approximate locations for all the dams 
required on the Ohio in order to give 6 feet of water for navigation at 
all times. It is not supposed that these exact sites will be chosen, be¬ 
cause no detailed examination with a view to choosing sites was made 
below Wheeling, nor would it have been judicious to have expended 
any money on a more extended examination in advance of the actual 
construction of at least one movable dam. The experience which will 
necessarily be acquired in such construction will probably lead to some 
modifications of the plans herewith presented, though I am firmly of the 
opinion that these modifications will be improvements in details and not 
changes in the general plan. 

It should be added that the special survey made last summer between 
Pittsburgh and Wheeling demonstrated that there was an error of about 
8 feet in the fall between these two cities as reported in the final report 
of Mr. Milnor Eoberts. I believe that for this part of the river Mr. 
Eoberts used the old surveys of 1838, and the inaccuracy was probably 
in them. This error shows that two more dams will be required on the 
Ohio than he supposel. According to our present information sixty- 
eight dams in all will be needed. 


Approximate locations of proposed damson Ohio Fiver. 


j Number. 

Miles from 
Pittsburgh. 

Locality. 

Length. 

Lift of dam. 




Feet. 

Feet. 

1 

4.7 

Davis’s Island... 

1,580+ 420 

6. 0 

2 

8.0 

Duff’s Bar. . 

l’ 040+ 450 

5. 8 

3 

11.3 

White’s Bar below Hay’s Run.. 

1, 350 

e! 4 

4 

13.8 

Head of Deadman’s Island. . 

1,550 

5.9 

5 

20.0 

1,000 feet above Crow Island.. 

1,160 

6.0 

6 

26.5 

Beaver Shoals. 

1, 390 

6. 4 

7 

32.8 

Foot of Montgomery’s Island. 

1,425 

6.8 

8 

37.8 

Head of Georgetown Island.. 

1,180 

5. S 

9 

43.0 

Foot of Babb’s Island.. 

1, 500 

6. 0 

10 

54.5 

Black’s Island. 

1,000+ 600 

6. 0 

11 

62.0 

Brown’s Island. 

700+ 600 

6. 0 

12 

68.0 

Head of W ells’ Bar. 

1,350 

6.0 

13 

77.5 

Beech Bottom Bar. 

1, 350 

6.0 

14 

89.0 

Head of Wheeling Island.,. 

1,000+ 700 

7.0 

15 

94.0 

Mouth of McMahon’s Creek. 

1,100 

7.0 

16 

102.0 

2,000 feet below Big Grove Creek. 

1,200 

6.0 

17 

112.5 

1,400 feet above Fish Creek. 

750+ 750 

6.0 

18 

119.3 

2,600 feet below Opossum Creek. 

1, 000 

6.0 













































NAVIGATION OF THE MISSISSIPPI RIVER. 


205 


Approximate locations of proposed dams on Ohio River —Continued. 


Number. 

Miles from 
Pittsburgh. 

Locality. 

Length. 

Lift of dam. 




Feet. 

Fee'. 

19 

127. 3 i 

500 feet below Pishing Creek. 

1, 350 

6. 0 

20 

138. 4 

Middle of Wells’ Island. 

1+00+ 800 

6. 0 

21 

146.7 

Head of Petticoat Bar. 

1,380 

6. 0 

22 

158.8 

1,400 feet below Middle Brother. 

i, 600 

6. 0 

23 

170.0 

2.400 feet below Duck Creek. 

' 600+ 950 

6. 0 

24 

180.4 

Head bar of Cole’s Island. 

2, 300 

6. 0 

25 

168.4 

Foot of Blennerbassett’s Island. 

l' 650 

6. 0 

26 

202. 2 

Head of Belleville Bar. 

1,100+ 750 

6. 0 

27 

212.3 

1,600 feet above Swan Bar. 

1, 600 

6. 0 

28 

223. 0 

Head Old Town Bar. 

l' 400 

6. 0 

29 

233. 0 

600 feet below Upper Letart’s Island. 

850+ 450 

6.0 

30 

239. 8 

Lower end of Wolfs Bar. 

1, 380 

6. 0 

3L 

243. 7 

3,700 feet below Big Broad Run. 

1, 050 

6.0 

32 

256. 0 

Lower point of 8-Mile Island. 

1, 300 

6.0 

33 

267.0 

Lower point of Gallipolis Island. 

1,600 

6.0 

34 

285.3 

460 feet above mouth' of Pond Cut. 

1, 400 

6. 0 

35 

289. 1 

Dogbam Bar..... 

L 450 

6.0 

36 

308.3 

Buffalo Creek Bar... 

1,350 

6. 0 

37 

315.8 

Big Sandv Shoals. 

1,300 

6.0 

38 

329. 4 

Ferguson’s Bar. 

1 500 

6 0 

39 

336. 3 

Jenalt’s Shoals. 

1* 500 

6 0 

40 

351.3 

Cub Creek Bar . 

1 ,150 

o!o 

41 

364.5 

Conoconneque Bar... 

1,750 

6.0 

42 

382. 0 

Graham’s Lower Station Bar... 

1 850 

6 0 

43 

393. 8 

Upper end of Manchester. 

1+30 

6.0 

44 

419.0 

Lower end of Straight Creek Bar. 

1,800 

6.0 

45 

444.5 

Richmond Bar. 

1,850 

6.0 

46 

458. 0 

Four-Mile Bar. 

1 700 

6 0 

47 

485.6 

Foot of Medoc Bar. 

L 670 

6.0 

■48 

501. 3 

Rising Sun Bar. 

1,950 

6,0 

49 

509.5 

Gunpowder Bar. 

2, 000 

6.0 

50 

530.8 

Head Bar of Vevay Island.. 

2, 350 

6.0 

51 

544. 5 

Locust Creek Bar. 

1,870 

6.0 

52 

560. 8 

Grassy Flats... 

2 700 

6 0 

53 

617.2 

Christopher’s Crossing. 

1, 630 

6.0 

54 

634.2 

Moman’s Bar.. 

2 000 

6 0 

55 

655. 6 

Foot of Upper Blue River Island.. 

2, 250 

6.0 

56 

683. 4 

Lower Point of Flint Island.. 

2,800 

6.0 

57 

709.3 

; Head of Hog’s Point Bar. 

2, 100 

6.0 

58 

731.2 

Foot of Anderson’s Bar. 

2, 700 

6.0 

59 

752. 3 

i Litt le Hurricane Island. 

2, 550 

6.0 

60 

767.7 

Scnffletown Bar.. 

3, 250 

6. 0 

61 

796. 4 

Henderson’s Island. 

2,250+ 650 

6.0 

62 

813. 3 

Head of Walnut Bend.. 

3, 550 

6.0 

63 

838.2 

580 feet above mouth of Wabash River. 

1, 700+1, 350 

6.0 

64 

859. 5 

! Battery Rock towhead .... 

3, 250 

6.0 

65 

873.7 

Head of Hurricane Island.». 

2, 300+1, 370 

6.0 

66 

907.5 

Cumberland Island. 

2, 800+1, 000 

6.0 

67 

942. 5 

1 Head of Grand chain. 

5, 000 

6.0 

68 

960.0 

Just above mouth of Cache River. 

4, 000 

4.0 


Sura of widths of main river.118, 855 

Sum of widths of island-chutes. 10, 840 


I have had the above table prepared, not with the expectation that 
the sites selected will actually be chosen, but because such a table will 
undoubtedly give a sum of lengths of darn that cannot be greatly in 
error; and, therefore, it will represent the total length of dam required 
much better than can be obtained by multiplying the number of dams 
by any arbitrarily assumed averages, unless that average be determined 
from such a table. 

It is impossible at present to tell how many of these locks and dams 
will rest on rock. I think, however, it will be safe for this general esti¬ 
mate to assume that twelve locks, eight navigable passes, six low weirs, 
and three high weirs will be on rock, and the remainder on gravel. Rock 
can be found on many shores for the establishment of the lock; and 
sometimes this rock can be found half way or more across the river. It 







































































206 NAVIGATION OF THE MISSISSIPPI RIVER. 

is very rare, however, to find it extending across the entire river with¬ 
out being so covered with gravel as to make it better not to carry the 
wiers down to it. 

A width of 400 feet in the clear will be given to each navigable pass, 
and to each low weir. The width occupied by high weir will be esti¬ 
mated at the entire width of the river, diminished by the space occu¬ 
pied by the lock (assumed at 50 feet, on the supposition that part of 
the rock will be in the bank), by the width of the two weirs, and by the 
width of the two piers. The width of high weir will, therefore, be 
the width of the river, diminished by 878 feet. The sum of all the 
widths of river at the selected sites being 118,885 feet, the sum of the 
widths of high weir will be 118,883 — 872x 68 = 59,521 feet; dividing 
this by 68, we find the average length of each high weir to be 875 feet. 
Bearing in mind that the high weirs on rock will only be found, if at all, 
in the upper part of the river, it will be safer to give these three high 
weirs an average width of 600 feet, thus making the average width of 


the 65 on gravel, 888 feet. 

FINAL ESTIMATE. 

12 locks on rock, at $179,610. $2,155,320 

56 locks on gravel, at $285,168... 15, 969, 408 

8 navigable passes on rock, at $166.40 X 400. 532, 480 

60 navigable passes on gravel, at $226.91 X 400 .. 5, 445, 840 

6 low weirs on rock, at $138.56 X 400 . 332, 544 

62 low weirs on gravel, at $212.08 X 400 . 5,259, 584 

3 high weirs on rock, at $130.27 X 600 . 234, 486 

65 high weirs on gravel, at $112.49 X 888 . 6,492, 923 

23 piers on rock, at $5.049. 116,127 

113 piers on gravel, at $5,351 . 604, 663 

68 abutments on gravel, at $10,375 . 705, 500 

10,840 linear feet of clam across island-chutes, at $78.21.. 847,796 


Total cost of radical improvement of the Ohio. 38,696, 671 


The above estimate has been made with a great deal of care, and is 
about the best that is possible under our present knowledge. It is a 
very difficult and uncertain task to make estimates for works of such 
magnitude in the absence of practical experience in construction of a 
single one, and I would not presume to undertake it at the present time, 
were it not for positive orders to do so. Considering the additional 
difficulties that will be encountered below the falls of the Ohio, on ac¬ 
count of the short and uncertain season for work, and the enormous 
masses of saud that are transported by the current, which will undoubt¬ 
edly cause delays and extra work, I think it would be safer to put the. 
whole estimate at $40,000,000, which is at the rate of $41,365 per mile, 
the total length of the Ohio River being nine huudred and sixty-seven 
miles. Bearing in mind the enormous tonnage that would be borne on 
the river, if it were made navigable throughout the year, it does not 
seem unreasonable to request appropriations for its improvement at 
least equal to the sum that would be required to build a railroad of 
equal length. 

Poor’s Railroad Manual for 1873-’74 gives the following as the aver¬ 
age cost per mile of the railroads in the United States, deduced from 
the sum of the stock and bonds of the companies owning them : 

Per mile. 

New England States... $50,418 


Middle States... 79, 427 

Western States.. 50,550 


These numbers incldde rolling-stock and expenses of all kinds. 

In making appropriations for the radical improvement of the Ohio, 
it should be borne in mind that the radical improvement should com¬ 
mence at the upper end of the river, and that it would be unjust to the 



















NAVIGATION OF THE MISSISSIPPI RIVER. 


207 


commerce of the remainder of the river to entirely neglect it while work 
was progressing at the upper end. To remove obstructions, do necessary 
dredging, keep up the central office, and build the dikes required for 
the temporary improvement of the remainder of the river, would require 
about $200,000 per annum, gradually decreasing to $50,000 after the 
works were completed. The last sum, unless raised from tolls, would be 
perpetually required for the maintenance of the central office in charge 
of the works, the snag-boat for removing snags, and the two dredges, 
for which occupation would always be found in keeping the locks and 
passes clear of deposits and in improving the river for navigation when 
the dams were down. 

To give some idea of how much money would be required to secure 
the radical improvement of the Ohio, and of the time necessary to con¬ 
struct the works, I have prepared the following table, based on the sup¬ 
positions that the river below the dams will not be neglected, and that* 
the tolls charged on the finished works will meet their own expenses 
for repairs and attendance. To construct one lock will probably require 
two seasons, and to construct one dam will require two seasons more. 
There is nothing, however, to prevent simultaneous work at all the sites 
selected; and, in fact, this would be the better method, in order to re¬ 
duce to a minimum the disturbance to navigation. 

I assume that whenever a part of the river is being prepared for locks 
and dams, that in this portion no part of the $150,000 allowed for grad¬ 
ually decreasing improvements by dikes, dredging, and other temporary 
works, will be required. In other words, if half the dams are under 
contract, there will only be required for miscellaneous expenditures, out¬ 
side of the system of locks and dams, $50,000 $125,000. 

2 

The upper half of the river contains more dams than the lower half; 
but I have neglected this consideration, believing that it would be an 
unnecessary refinement. « 


Time for completion. 


Fonr years. 

Eight years. 

Sixteen years- 

Thirty-two years. 


Sixty-four years. 


Annual appropriations. 

For locks and 
dams. 

For snagging, dredging, &c. 

Total in each 
year. 

$10, 000, 000 

1st 4 years. 

$50, 000 

$10, 050, 000 

5, 000, 000 

1st 4 years. 

125,000 

5,125, 000 


2d 4 years. 

50, 000 

5, 050, 000 

2, £00, 000 

1st 4 years .. 

162, 500 

2, 662, 500 


2d 4 years. 

125, 000 

2, 625, 000 


3d 4 years. 

87, 500 

2, 587, 500 


4th 4 years. 

50, 000 

2, 550, 000 

1, 250, 000 

1st 4 years. 

181,250 

1,431,250 


2d 4 years. 

162, 500 

1, 412, 500 


3d 4 years. 

143, 750 

1,393, 750 


4th 4 years. 

125, 000 

1, 375, 000 


5th 4 years. 

106, 250 

1, 356, 250 


6th 4 years. 

87, 500 

1, 337, 500 


7th 4 years. 

68, 750 

1, 318, 750 


8th 4 years. 

50, 000 

1,300, 000 

625, 000 

1st 4 years. 

190, 625 

815, 625 


2d 4 years. 

181,250 

806, 250 


3d 4 years. 

171, 875 

796, 875 


4th 4 years. 

162, 500 

787, 500 


5th 4 years. 

153,125 

778,125 


6th 4 years. 

143, 750 

768, 750 


7th 4 years. 

134, 375 

759, 375 


8th 4 years. 

125, 000 

750, 000 


9th 4 years. 

115, 625 

740, 625 


10th 4 years. 

160, 250 

731, 250 


11th 4 years. 

96, 875 

721, 875 


12th 4 years. 

87, 500 

712, 500 


13th 4 years. 

78,125 

703,125 


14th 4 years. 

68, 750 

693, 750 


15th 4 years. 

59, 375 

684,375 


16th 4 years. 

50, 000 

675, 000 


Grand total. 


$40, 200, 000 

40, 700, 000 

41, 000, 000 

411, 700, 000 


47, 700, 000 


















































208 


NAVIGATION OF THE MISSISSIPPI RIVER. 


In conclusion I would add that I am not at all assured in my own 
mind that the system proposed will be found serviceable on the Ohio 
below the falls. But I do feel sure that it is a better system than that 
of permanent dams; and besides, it is the only other system that prom¬ 
ises the depth required by the Senate Committee on Transportation. 
The system of dikes for controlling and guiding the current cannot be 
depended upon to give more than 4 feet at dead low water, and even 
this depth will require an immense development of these works. 

However, if the system of movable dams is commenced at Pittsburgh, 
and gradually brought down the river, we will pass by degrees from 
hard bottom to soft sand, and while so doing we will acquire abundant 
experience as to the practicability of successfully encountering the 
shifting sands of the lower river. 

It may be interesting in this connection to state that m France, 
between 1821 and 1853, the government spent 535,000,000 francs, equal 
to $107,000,000, in improving navigation, partly by canals and partly 
by rivers. During the same time private companies spent 100,000,000 
francs, or $20,000,000, for the same purpose. I have no statistics on 
this subject since 1853, but the additional sum expended must be very 
large, as several canals have been built, and also all the larger movable 
dams in the Seine, Marne, and other rivers. These facts are well worth 
consideration, in view of the extraordinary resources recently displayed 
by France in bearing the burdens imposed by the disastrous war with 
Germany. 

I inclose herewith a small drawing showing the proposed arrangement 
of lock and dam for the Ohio. I do not inclose drawings of the Ohanoine 
wicket, as they accompanied my last annual report, although it is proper 
to add that I do not propose the use of the movable bridge shown in these 
drawings, but expect to work the wickets by a maneuvering boat. 

I have been greatly indebted, in the labor of preparing this report, to 
the assistance of Lieut. F. A. Mahan, Engineers, who made the estimates 
on movable dams, and to Mr. W. Weston, assistant engineer, who made 
the estimates on the locks and on the dams for closing island-chutes. 

Respectfully submitted. 


Brig. Gen. A. A. Humphreys, 

Chief of Engineers , U. S. A. 


WM. E. MERRELL, 

Major of Engineers. 


C C io. 

THIRD SUBDIVISION OF THE CENTRAL TRANSPORTATION-ROUTE. 

REPORT OF MAJOR WM. P. CRAIGHILL, CORPS OF ENGINEERS. 

United States Engineer Office, 

Baltimore , Md ., January 13, 1875. 

General: On the 2d of July, 1874, instructions were received from 
you of the following tenor : 

* * * * * * * 

The river and harbor act, approved June 23, 1674, contains an appropriation of sur¬ 
veys and estimates for the improvements recommended by the Senate Committee on 
Transportation-Routes to the Seaboard upon four routes indicated in the report of said 
committee, to be expended in such manner as will secure the greatest amount of exact 
information for each of said routes. 



NAVIGATION OF THE MISSISSIPPI RIVER. 


209 


The survey of that portion of the central route designated as “ a connection by canal 
or a freight railway, from the Ohio River, or Kanawha River, near Charleston, by the 
shortest and most practicable route through West Virginia to tide-water in Virginia, n 
is assigned to you. 

The nature and object of these surveys are fully set forth in the report of the com¬ 
mittee, with its appendix and evidence, copies of which have been forwarded to you 
from this office for yonr information and guidance. You should, as far as practicable, 
carry out the views of the committee. 

The sum of $48,000 will be allotted to you for this service from the above appropria¬ 
tion, and you will please enter upon this duty as early as practicable. 

******* 

No delay was permitted iu unnecessary preparations for the perform¬ 
ance of the duty thus marked out, but some time was requisite for 
securing the services of persons competent to do thoroughly much and 
difficult work in the remainder of the season for such operations, which 
was then nearly or quite half past. It is proper here to explain that the 
responsibility resting upon me for the supervision of and disbursement 
of public funds for numerous works of river and harbor improvement 
in Maryland, Virginia, and North Carolina as far south as, and includ¬ 
ing, the Cape Fear Biver, made it impossible that I should take any part 
in the actual surveys, although frequent visits were made to those hav¬ 
ing thena in charge, and a constant intercommunication was maintained 
by mail and telegraph. 

The surveys were naturally divided into those relating to the water¬ 
line and those pertaining to the alternative freight-railway. The opinion 
has been more than once expressed that further surveys were necessary 
to procure more definite and detailed information concerning the water- 
line, and that a sum not less than $25,000 was required for that pur¬ 
pose. I had also, when called upon officially tor an opinion, stated that 
$25,000 were also needed for surveys for the location of the alternative 
freight-railway, but in making that statement it was my understanding 
that the surveys for the freight-railway would be confined to a narrow 
tract quite near the water-line, for which it was to be/the alternative. 
When, however, the field of investigation was extended by the Com¬ 
mittee on Transportation to a search for a railway-line u from the Ohio 
Biver, or Kanawha Biver, near Charleston, by the shortest and most 
practicable route through West Virginia to tide-water in Virginia, 77 it 
became obvious at once that more time and money would be necessary 
for proper surveys and estimates than had been expected. It was 
deemed fair to apply equal shares of the allotted $48,000 to the water¬ 
line and the railway surveys and estimates. 

The report of the committee indicated (p. 182) the points to which 
special attention should be given in the water-line surveys. That report 
says: 

* * * From the opinions expressed by the board of engineers it appears— 

First. That the exact location of the tunnel,is undetermined as yet. It is decided 

by the board that the size of the tunnel shall be changed to the dimensions above men¬ 
tioned. 

Second. That additional surveys are necessary in order to determine the question as 
to whether it is better to construct a canal from the summit to the Kanawha River, or 
to adopt the present plan of slack-water navigation, and that additional surveys are 
necessary for determining the principal points referred to in the report of the board. 

* * * * * * t * 

The surveys relative to the summit-tunnel were committed, early in 
July, 1874, to the immediate charge of Lieut. Thomas Turtle, Corps of 
Engineers, United States Army, under instructions, from which the 
extract below is made: 

* * * As soon as you can complete the necessary arrangements, you will 

proceed to the neighborhood of the Lorraine tunnel, on the Alleghany summit of the 

H. Ex. 49-14 



210 NAVIGATION OF THE MISSISSIPPI RIVER. 


central water-line, and there undertake such further investigations and surveys as 
may be required to furnish the information needed to enable a definite and final loca¬ 
tion to be made of that important feature of the line, and to put the work promptly 
under contract should Congress provide the means. 

While locating the tunnel as a means of passing a great communication through the 
mountain, you will bear iu mind also its office as the summit-level of a canal, and con¬ 
sider carefully the best means of connecting it with the canal or slack-water at either 
end, and of maintaining its supply of water by suitable feeding arrangements, assum- 
iug that supply to be sufficient. 

Your service with the board of engineers last winter and spring, and your knowl¬ 
edge of the various points connected with this subject, discussed verbally and iu writ¬ 
ten reports by them, make it unnecessary for me to give further than the general 
instructions above. 

It is my expectation that, upon completing the field-duties thus indicated, you will 
supervise the preparation of illustrative drawings and maps, accompanied by a full 
report, in which, with other questions, I desire you to discuss the use of the tunnel by 
the application of horse-power or steam in the various modes which have been else¬ 
where tried and suggested, and all other matters pertaining to it. 

It is important that a report, as complete as time and means will permit, shall be 
made to Congress at as early a day in the next session as possible; not later than Jan¬ 
uary 1,1875. * * * * * * 

You will engage as many assistants, of different grades, as may be necessary, keep¬ 
ing down their compensation, and, iudeed, all expenditures to the minimum limit 
compatible with fairness, aud the accomplishment of much aud reliable work in a 
comparatively short time. * * * * * 

Free and full commuuication of your views at all times is invited. I shall watch 
your operations with very great interest, expecting most valuable aud creditable 
results therefrom, to the attainment of which you shall have my constant and ready 
aid by every means whereby it can be properly rendered. * * 

The further surveys of the Greenbrier and New River were placed in 
the hands of Mr. N. H. Hutton, assistant engineer, under instructions, 
from which the following extracts are made, some of the other general 
paragraphs, not quoted, being identical iu phraseology with those ahead 
given from the instructions of-Lieuteuant Turtle: 

******* 

You will enter upon a resurvey of the Greenbrier River below Howard’s Creek, and 
of New River below the Greenbrier, the objects being to fix the precise locatiou of dams 
and other details of the slack-water navigation of these streams, with the collection 
of such additional information as will enable a detailed determination to be made of 
the location aud cost of the canal, which by some engineers is considered a necessity 
for that part of the line, and by others a desirable though not a necessary alternative 
to the slack-water. You will keep in view also the possible advantages to be gained 
by resort to tunnels for avoiding difficult localities in the valley of New River spe¬ 
cially, and thereby at the same time shortening the line either of the slack-water or 
caual navigation. It is desired, if possible, that the information you gain will be 
such as to enable the work along that portion of the line to be put promptly under 
contract, should Congress j>rovide the means. 

Much valuable matter has been already accumulated concerning this part of the line 
through the labors of your able predecessors, which should be freely used. 

******* 

Well organized and equipped parties of competent assistants were 
very speedily iu the field and actively at work. Mr. Hutton commenced 
operations at the mouth of Howard’s Greek on the Greenbrier River, but 
it soon became apparent that there was an unequal distribution of work 
between him and Lieqtenant Turtle, and, in cousequeuce, Mr. Hutton’s 
parties were moved down to the mouth of the Greenbrier, and it was 
arranged that Lieutenant Turtle’s parties should complete the Green¬ 
brier field-work after finishing what was necessary for the summit divis¬ 
ion. 

Still later in the season, and quite unexpectedly, I was directed to 
relieve Major Merrill, Corps of Engineers, of the charge of the improve¬ 
ment of the Great Kanawha River, aud of its survey from the Great 
Falls to the Ohio River. 

I was unable to meet Major Merrill until the middle of August, as he 


NAVIGATION OF THE MISSISSIPPI RIVER. 


211 


was detained elsewhere by duties which he found himself unable to post¬ 
pone. As soon thereafter as possible, about the 20th of August, 1874, 
the survey of the Great Kanawha was placed in the hands of Mr. A. M. 
Scott, the competent local assistant engineer, in charge of the improve¬ 
ment of the river. The iustructions given him were the following : 

* * * * * * * 

Wishing to avail myself of your assistance and special local knowledge of the Great 
Kanawha River, having in view the necessity of further surveys to enable such a report 
to he made as seems to be required by the Senate Committee on Transportation, in order 
to the formation of a definite conclusion as to the proper method and the cost of per¬ 
manently improving the river so as to give a useful depth of not less than 6 feet at all 
stages of water, which means actually a depth of not less than 7 feet, I have to request 
you to make such additional examinations from the falls to the mouth of the river as 
will give you the means for the following objects: 

1st. A revision of Mr. Lorraine’s estimate for sluice-navigation, with the help of a 
reservoir. 

2d. A revision of Mr. Lorraine’s estimate for a lock-and-dam navigation, with locks 
240' x 40'. 

3d. An estimate of the cost of a lock-and-dam navigation, the lock to be about 
250' x 50'. 

4th. An estimate of the cost of movable dams, with large locks. 

The estimate should be in detail and be liberal. The accompanying report should 
treat the whole subject fully, and should be in my hands by December 15, 1874. 
******* 

Under the phraseology of the Senate committee, designating the 
eastern termination of the freight-railway as “tide-water in Virginia,” 
it became necessary to consider in that connection the whole line from 
Alexandria to Norfolk, and a communication by rail thence to the Ohio. 

The language of the committee probably excluded from examination 
the claims to consideration of the route of the great and highly impor¬ 
tant and valuable artery of trade and travel known as the Baltimore and 
Ohio Railway, although (by its Parkersburg and Metropolitan branches, 
the former intersecting the Ohio in West Virginia, and the latter and 
its connections debouching on the Potomac River, the great tidal stream 
of Virginia, and by the main road and its branches passing through 
much of the territory of Virginia and West Virginia) the combination 
fills nearly the requirements of my instructions. The merits and advan¬ 
tages of that route are too well known by the whole country to require 
anything more in this report than a simple reference to them. 

It became necessary, however, to look over the whole of Virginia 
south of the Baltimore and Ohio line, and to discover any other which 
was practicable through “ West Virginia to tide-water in Virginia” in 
order to determine which was “ the shortest and most practicable.” 
Several railroads had been already constructed in whole or in part, and 
several others have been projected, and it was, therefore, desirable to 
utilize, as far as possible, the information already gained from previous 
surveys for those routes, and with that object to have the services of 
reliable civil engineers who had been engaged in responsible and im¬ 
portant positions in connection with them. 

About this time Mr. H. D. Whitcomb, the constructor of much of the 
Chesapeake and Ohio Railroad from Richmond to Huntington, resigned 
his position as its chief engineer. With your assent his services were 
at once secured, and, much to my gratification, he entered very promptly 
upon the work, under instructions, from which the following extracts 
are made: 

******* 

The War Department has placed under my supervision, and expects a report upon, 
the survey of that portion of the “central line” of communication designated by 
the Senate Committee on Transportation as “a connecting-link by canal or a freight¬ 
railway, from the Ohio River, or Kanawha River, near Charleston, by the shortest and 


212 


NAVIGATION OF THE MISSISSIPPI RIVER. 


most practicable route through West Virginia, and to tide-water in Virginia,” the de¬ 
sire being to secure this season the greatest amount of exact information as to the ob¬ 
ject mentioned above, to be in readiness for consideration by Congress at its next ses- 
sion. 

These instructions, while of a very general character, yet fix certain terminal limits 
and an intermediate belt of country over which our investigations are to extend, as 
far as the time and means at command will permit. 

The western terminal point may be taken as the area of which Charleston is the cen¬ 
ter. The eastern is the tide-water in Virginia, which we may regard as practically 
extending from Alexandria to Norfolk. 

Nature has herself well marked the proper central line of water-communication from 
the great valley of our great river, the Mississippi, to the Atlantic seaboard. She has 
stretched out the Ohio, and only that stream, far to the East. We naturally leave the 
Mississippi Valley by that line in looking for a connection with the Atlantic. The 
head-waters of the Ohio and its tributaries approach so nearly those of the James aud 
Potomac, that attention is inevitably turned to those streams in considering a prolon¬ 
gation of the water-line to the Atlantic. 

Our present instructions and other indications limit us to the James River route for 
the water-liDe. Much time and money have already been spent upon it, and two par¬ 
ties will again be engaged this season in further investigations which are deemed nec¬ 
essary, and are expected to settle all remaining doubts as to the cost and practica¬ 
bility of the line. 

Your familiarity with the country traversed by the Chesapeake and Ohio Railroad, 
and as to improvements in location, &c., which might be made in it, induced me at 
once to desire your aid in considering the subject of the freight-railway, which has 
been recommended as an alternative to or connecting-link at the summit of the water- 
communication. 

As you have agreed to undertake a'portion of the necessary investigations, I will 
request you to direct your attention to the following points : 

1st. To the conversion of the Chesapeake and Ohio line from the Ohio to Clifton Forge 
into a double-track freight-way, with due regard to its usefulness as a great through- 
route for passenger-travel. 

2d. The construction of the continuation of such a railway from Clifton Forge east¬ 
ward, terminating on the York or James River or Hampton Roads. This portion 
might possibly be by the present line of the Chesapeake and Ohio Railroad to Rich¬ 
mond, or via Lynchburg down the valley of the James, or otherwise to Richmond or 
City Point, or to Norfolk or City Point, via the South Side and Norfolk and Peters¬ 
burg route. 

Mr. C. P. Manning is considering the availability of the country between the Balti¬ 
more and Ohio line, and that of the Chesapeake and Ohio, for the proposed freight¬ 
railway. It might be deemed best to take the line of the Washington City, Virginia 
Midland and Great Southern Railway from Gordonsville to Alexandria, or from Gordons- 
ville, via Fredericksburg, to tide-water near Quantico, or some other point on the Po¬ 
tomac near there. On this part of the investigation his examination and yours will 
cover some of the same ground. It would be well, therefore, that you and he should 
have a conference, so as to avoid double work, while availing ourselves of all reliable 
attainable information from every quarter, supplementing it, when necessary, by re¬ 
connaissances and surveys. 

Our reports should be in Washington not later than January 1,1875. I should wish 
them to be in my hands December 15,1874, for combination and consideration, in order 
to the preparation of my own report to General Humphreys. 

* * * * * * * 

Of course we must, in the performance of this duty, discard all preferences or 
prejudices toward any route or locality, but attempt to learn the real advantages and 
defects of all as to grade, length, terminal facilities, &c., considering only their avail¬ 
ability in whole, in part, or in combination, to make a freight-railway worthy of the na¬ 
tion and useful to its people, while not interfering with passenger-travel. The question 
of maintenance and use, practically and suggestively, should be considered in your 
report, as well as those of construction, equipment, &c. 

Our operations should be so conducted as to attract as little public attention as pos¬ 
sible, and to avoid newspaper or individual controversy and criticism. 

All this will follow our reports ad nauseam no doubt, and our only care should be to 
be prepared with facts and figures to sustain the opinions and results we may arrive at. 
******* 

I esteemed myself very fortunate, also, in having the opportunity to 
engage, for the examination of the belt of country between the Balti¬ 
more and Ohio line and the Chesapeake and Ohio line, Mr. C. P. Man¬ 
ning, who had much personal familiarity with that region. He acted 


NAVIGATION OF THE MISSISSIPPI RIVER. 213 

cinder instructions similar in character and identical in language as far 
as possible with those given to Mr. Whitcomb. 

Mr. Whitcomb having been appointed by the President of the United 
States a member Of the last Board of Engineers, to whom was committed 
the subject of the consideration of the best method of permanently im¬ 
proving the navigation at the mouth of the Mississippi River, a duty 
which carried him to Europe, was unable to take a very large part of 
the field duties; but his chief assistants, Mr. R. H. Temple and Mr. C. 
R. Howard, were very competent, faithful, and zealous. The reports of 
Mr. Whitcomb and the subreports of those gentlemen are forwarded 
with this. The previous surveys of the Chesapeake and Ohio Railroad 
were freely used, and our thanks are due General Wickham on that 
account, and for many facilities afforded also in the surveys for the 
water-line. 

My attention was called by influential and prominent persons specially 
to the line of the road formerly styled the Alexandria, Loudon and 
Hampshire, aud the line of a road lately projected, and known as the 
Potomac and Ohio Road. The former has had a western extension pro¬ 
jected, and is now called the Washington and Ohio Road. 

The president of the Washington and Ohio Road, Mr. Lewis McKen¬ 
zie, placed his maps, &c., at the disposal of Mr. Manning, and Mr. Bangs, 
president of the Potomac and Ohio line, gave all the information and 
assistance he could. 

Mr. Manning had the aid of Mr. Addison Marbury, who joined much 
knowledge of the country traversed by him to a good experience as au 
engineer, and was specially recommended by those who seemed inter¬ 
ested in the Washington and Ohio Road. 

Mr. Manning’s report is attached hereto. It will be found, like that 
of Mr. Whitcomb, exceedingly interesting aud valuable. I feel much 
hesitation in differing from the conclusions formed by either of such 
able and experienced railroad engineers, but it is my belief that the use 
of a railway, by opening it to competition by all, as is the case with a 
■canal, would be found impracticable, as it would also be to transport 
8,000,000 tons of freight per annum each way. It is also my conclusion 
that a double-track freight-railway from Charleston eastward to tide¬ 
water, answering the conditions which such a road should fulfill, and 
along the best route which could be adopted, would be between four 
hundred and four hundred and seventy-five miles in length. To take 
the road to the Ohio would require an extension of about fifty miles, and I 
should expect the cost of the United States freight-railway to come up 
to about $45,000,000, not including terminal facilities, rolling-stock, &c. 
These would cost about $25,000,000 more. 

The freight-railway routes of which the tide-water termini are on the 
Upper Potomac have the advantage of a less length. Those terminating 
farther south have the advantages of much lower grades and a delivery 
of freight much nearer the ocean. 

The date at which the money for the water-line surveys was provided 
by Congress was so late that it was necessary to keep the parties in the 
field up to the last day allowed by the cold weather. But little time 
was thus left for the preparation of detailed maps, .without which a 
•definite location of the parts of the line and complete estimates cannot 
be made. These maps and estimates are not yet ready, aud cannot be 
for some time. I propose, however, to submit some general conclusions, 
which may, in my judgment, be safely drawn from them. The additional 
careful and extensive surveys of this season leave no reasonable room 
for doubt, it seems to me, of the practicability of taking through the 
7-foot water-line, either by canal or slack-water, or a combination of 


214 


NAVIGATION OF THE MISSISSIPPI RIVER. 


these methods, at a cost about as stated by the Barnard-Latrobe Board 
of Engineers in their report of March 18, 1874, in a resolution to the 
effect that the cost will not exceed $G0,000,()00, may reasonably be 
expected to be within $55,000,000, and may possibly not exceed 
$50,000,000. 

No further surveys are necessary for locating the work in detail, and 
putting it out to contract, should funds be provided. The surveys for 
the water-line will also be very valuable in locating a railway, should it 
be decided to adopt that as the alternative, in whole or in part, for the 
water-line. Lieutenant Turtle has developed two other tunnel lines in 
the neighborhood of the White Sulphur Springs, either of which, a& 
well as that located by Mr. W. B. Hutton in 1870, is available and 
practicable. It has been demonstrated that good sites can be had for 
all the darns on solid rock, and it is unnecessary to consider the case of 
founding on bowlders, as proposed by Mr. Lorraine, an idea to which 
the Board of Engineers with prudence and propriety demurred. His 
location has been improved upon in other important particulars. Here 
I will call attention to the peculiar exemption of this route from tho 
influence of ice, as is proved by the facts stated in the report of Mr* 
Whitcomb, the results of reliable observations. 

It would seem impossible that the future will not see the construc¬ 
tion of this water-line, the location of which nature has pointed out in 
so plain and remarkable a manner, and for which she has afforded so 
many unusual advantages. If it should be desired to build a railway 
in advance of the water-line, it is my duty to say that its construction 
would very greatly impair the availability of the route for the location 
of an independent canal, and would interfere very seriously with a 
slack-water improvement. 

In comparing the two methods of transporting freight, it is impossible 
to refrain from noting the greater capacity of the water-line over any 
double-track railway, the far less cost of maintenance and administra¬ 
tion of the water-line, and the real difference ot the first cost of the 
two is not so great as seems superficially apparent, for to the cost of 
any railway which the United States will be likely to build should prop¬ 
erly be added the cost of its expensive equipment. 

Special attention having been called to the Great Kanawha Biver, be¬ 
cause, it is supposed, of its importance (apart from its being a link in 
the central water-line) as an available and the most economical means 
of transport of the immense mineral wealth on or near the banks of 
itself and its tributaries, a few words will be here added concerning 
that stream. 

In his report to me, which is printed in the Annual Beport of the Chief 
of Engineers for 1873, Mr. E. Lorraine presents two estimates—one of 
$2,000,000, for an open navigation through sluices in dams; another of 
a little less than $3,000,000, for a lock and-dam navigation. The sluice 
navigation required the construction of the Meadow Biver reservoir, and 
is, necessarily, to some extent experimental. It was expected to be ap¬ 
plied from Paint Creek down, as locks and dams are necessary from 
that point up to Kanawha Falls on account of the rapid fall. Both 
estimates of Mr. Lorraine contemplated providing for boats drawing 6 
feet water, which is suitable for the river, whether viewed locally or 
in its connection with the central water-line. In the lock-and-dam 
system, estimated for by Mr. Lorraine, he considered locks twice as long 
and twice as wide (240'x 40') as those of the enlarged (proposed) James 
Biver Canal. His idea was, while making sufficient provision, as he 
thought, for the wants of the navigation independently of the through 
water-line, to arrange the dimensions of the locks so as to admit either 


NAVIGATION OF THE MISSISSIPPI RIVER. 


215 


four of the canal-barges or three barges and a towing-tug. The aspects 
of the question have somewhat changed since Mr. Lorraine’s report, 
although it was made in 1872. 

In the first place, the Board of Engineers of 1874, in their report on 
the water-line, look to the advantages of larger locks on the canal, which 
would really necessitate larger rocks on a portion, at least, of the Kan¬ 
awha, on the supposition even of the use of sluices below Paint Creek. 
The shippers of coal and salt, the great products of the country at pres¬ 
ent, say that the sluices would not accommodate their trade, and that 
locks 240 / x 40' are too small. 

The operations carried on for years past by the Kanawha Biver 
Board, under authority of the State, with funds coming from tolls, 
have had for their object the creation or improvement of chutes at the 
falls or rapids between pools. The effect of this, while increasing the 
facility, or rather diminishing the difficulty, of passages between pools, 
has been to lower the pools themselves, and in some cases to develop 
shallows in them, hurtfully obstructing navigation. This process is evi¬ 
dently just the reverse of the lock-and-dam system. Persistence in the 
former will ultimately and certainly lead to the latter. 

The sluice-and-dam method is intermediate between these extremes, 
but it is experimental, and is dependent for success upon a reservoir, 
besides being, as the users of the river claim, inadequate if successful. 

If the system of movable dams with permanent locks could be made 
applicable to this river, it would seem to provide for all requirements 
and meet all reasonable objections. 

I incline now to the opinion that the ordinary lock-and-dam system 
will finally be adopted for the whole length of the river, and with locks 
larger than those proposed by Mr. Lorraine, or the system of movable 
dams will be used. 

Bevised estimates have been made for the improvement, by locks and 
dams, of the Great Kanawha, locks to be 260 feet by 50, with the ad¬ 
ditional light thrown upon the subject derived from the recent surveys 
of Mr. Scott in 1874. It is gratifying to be able to state that the total 
does not differ materially from the estimates of Mr. Lorraine for a similar 
system, but with locks somewhat smaller, viz, $3,000,000. 

It has not been practicable to prepare the estimates for the improve¬ 
ment by the use of movable dams, or the report to accompany the esti¬ 
mates. 

It is expected that a report, with detailed estimates, will be made 
later for the whole water-line from the mouth of the Kanawha to Bich- 
mond. 

Two maps are sent, to accompany report of Mr. Whitcomb, the first 
showing proposed route for a freight-railway between Lynchburg and 
Chesapeake Bay; and the second being a general map of first and second 
divisions of United States Government freight-railway survey down 
James Biver, giving location from Clifton Forge to a point twelve miles 
above Lynchburg. 

To illustrate the report of Mr. Manning, there is sent a reduced copy 
of the nine-sheet map of Yirginia, on which are located the several 
independent and combined routes to which he refers. To this sheet are 
attached profiles of the Washington and Ohio Bailroad, and of the 
Potomac and Ohio Bailroad. 

Bespectfully submitted. 

WM. P. CBAIGHILL, 

Major of Engineers. 

Brig. Gen. A. A. Humphreys, 

Chief of Engineers U. 8. A. 


21G 


NAVIGATION OF THE MISSISSIPPI RIVER. 


FREIGHT RAILWAY BETWEEN CHARLESTON, ON THE KANAWHA, AND 
DEEP WATER ON CHESAPEAKE BAY. 

f 

REPORT OF MR. IT. D. WHITCOMB, ASSISTANT ENGINEER. 

Richmond, Va., December 23, 1874. 

Colonel: In accordance with your instructions, the surveys necessary to ascertain 
the cost of a double-track freight-railway between Charleston, on the Kanawha, and 
certain points on the waters of Chesapeake Bay, where there is depth of water for the 
largest ships, have been made, and the following reports and estimates are submitted: 

All of the lines contemplated had been previously surveyed, and in most cases built 
upon, except between Clifton Forge and Richmond, following the waters of James Ri ver; 
and the only surveys made under the appropriation have been between these points. 
Information as to other parts of the contemplated lines has been obtained from the 
officers of the Chesapeake and Ohio Railroad Company and from the published reports 
of other railroad companies in Virginia. 

The surveys between Clifton Forge and Richmond were made by Messrs. C. R. How¬ 
ard and R. H. Temple, to whom the credit of the work is due, and whose reports are 
submitted in lieu of a more detailed statement of my own. 

The route of the proposed railway begins to the west, at Charleston, on the Kanawha 
River. It ascends eastwardly the valleys of the Kanawha and its tributaries, the New 
River, the Greenbrier River, and Howard’s Creek, to the summit, or the crest, of the 
Alleghany Mountain, which is pierced at an elevation of less than 2,000 feet above tide. 
Thence it descends by the valleys of Dunlap’s Creek and Jackson’s River, tributaries 
to James River, and along the valley of James River, in general direction to the sea. 
The route is recommended with the confident expectation that in point of grades, cost, 
and other characteristics it has no rival. 

The great obstacles to cheap transportation on a railway are adverse grades. If the 
amount of tonnage carried in each direction is the same, a level line is best, and if a 
large portion is carried in one direction, a descending grade in that direction is best. 
It is plain that a uniformly descending grade is not practicable between the waters of 
the Ohio and Atlantic ports, and we must select that route which approximates most 
closely to this to secure the most favorable results. In addition to this, the eastern 
terminus should be at a point where there is abundant depth of water, a free access to 
the sea for the heaviest ships, and where the climate secures a freedom from obstruc¬ 
tions from ice. 

The minor considerations which apply to other routes as well as to this, are that the 
road-bed and track should be as perfect as a due regard to economy can suggest; that 
every “grade crossing,” whether of common roads or of railroads, shoild be avoided; 
that the bridges should be of indestructible materials and the rails of steel. 

The trains should be run at a uniform speed and at such a rate as to develop the ut¬ 
most economy. My impression is that this would be about eight miles an hour; and 
this is probably as much as the freight-trains carrying heavy tonnage now average 
over existing roads. By excluding all passenger or other fast trains, the trains on the 
proposed road could be run at uniform velocities, and, at the rate mentioned, with a 
very low liability to accident, and a maximum (or nearly so) of economy in fuel. On 
existing roads while the running time between terminal points may be sufficient for 
the requirements of the average speed mentioned, yet in consequence of freight-trains 
being forced to get out of the way of aud to lie off for fast trains, they are frequently 
run at very high speeds—quite often of thirty miles an hour for limited distances. It. 
is not safe to run cars at a high speed which are loaded for a low one, and consequently, 
on existing roads, either they are not loaded to their capacity or are run with a liability 
to accident. This is a very important element of expense. 

If trains were run at a lower rate of speed the cars could be made lighter or else 
loaded more heavily, thus lessening the amount of dead-weight carried. At an average 
speed of eight miles an hour, with a maximum of twelve miles, cars could be loaded 
one-third more heavily than any prudent railroad official would be willing to risk as 
they are now run on roads doing a mixed business. On a double-track railway, with 
the trains run in this way, accidents would be rare, the trains would move with brief 
intervals between them aud almost continuously, aud an immense amount of tonnage 
could be transported. The intervals referred to need be only for such time as coaling 
the engines, the way-traffic, and the repairs of track would require, and it is not im¬ 
probable that eight million tons of freight could be carried in each direction annually. 
If faster traius, either for passengers or express-freight, were required, a third or fourth 
track should be laid for their exclusive use. 

In the following estimate, it will be observed that nothing is allowed for machinery 
and rolling-stock, or for buildings, except to a limited extent. On a railway where the 




NAVIGATION OF THE MISSISSIPPI RIVER. 


217 


trains would move at a uniform and low velocity, if rigid inspection were used and 
suitable rules, with pecuniary penalties for violation, made and enforced, any persons 
or company could run their own machinery. In this way the railway would be open 
to competition just as canals now are, and the cost of transportation reduced to a min¬ 
imum. The government would simply receive sufficient toll to maintain the railway 
and pay interest on its cost, and as a very large proportion of this road-management 
-could better be done by contract, the number of men in the direct employment of the 
government would be quite limited. 

From any point on the Great Kauawha, an important tributary of the Ohio, it is 
practicable, with a cost not exceeding that of existing railways between the Atlantic 
and the West, to construct a railway to tide-water on the waters of the Chesapeake Bay, 
with grades against eastward-hound trains not exceeding 20 feet per mile, and with grades in 
the opposite direction not exceeding 60 feet per mile. The amount of these maximum 
grades is very limited, and it is practicable to construct the railway from Charleston to 
tide-water with but one summit, which would be at the crest of the Alleghany Mount¬ 
ain and at an elevation of less than 2,000 feet above the level of the sea. I regret that 
limited time and appropriation did not permit a more thorough examination of this 
route, so that in point of distance and cost this one summit-line could be compared with 
the line as run. 

Further surveys might show that it would be economy to reduce the 60-foot grade 
on the eastern slope of the Alleghany to 47 feet, and this can probably be done by in¬ 
creasing somewhat the tunneling now estimated for at the crest. 

In making this statement, I wish to be understood as not stating possibilities merely, 
but that I would recommend these grades as most conducive to economic results, to 
any railway company expecting to transport from 5,000,000 to 10,000,000 tons of freight, 
annually, from the West to Atlantic ports over this route. The possible grades are 
lighter than those I have mentioned. 

I take the liberty of suggesting to you, although beyond the limit assigned to me, 
that it is x>racticable to extend such a railway westwardly, with even lighter grades, 
to Cincinnati, and points farther west, as the valley of the Ohio forms a very direct 
continuation of this route from the sea. 

From Charleston the railway would follow, or be parallel to, the line of the Chesa¬ 
peake and Ohio Railroad to Clifton Forge on the waters of the James River. This road 
is constructed between these points with no grades facing westward over 21 feet per 
mile (except that for about 12 miles on the western slope of the Alleghany there are 
grades of 30 feet), and none in the opposite direction over 60 feet. There is one short 
grade facing westward slightly over 30 feet per mile on Jackson’s River, but a very small 
sum would reduce it to the maximum stated. The grades ascending the Alleghany can 
be reduced to 20 feet per mile by taking the right bauk of Howard’s Creek for most of 
its course (the Chesapeake and Ohio Railroad occupying the left bank), and piercing 
the mountain with a tunnel 9,050 feet long in place of the present tunnel of 4,700 feet. 
This new tunnel would have two shafts of 160 and 190 feet depth respectively, dividing 
the tunnel into three nearly equal sections, and could be completed in less than three 
years. After passing the summit the grade would coincide generally with that of the 
Chesapeake and Ohio Railroad. The results of the surveys east of Clifton Forge are 
given in detail in the accompanying reports of Messrs. Howard and Temple, who had 
charge of the work. 

The course of the James River is tortuous, and to save distance the line was run 
crossing several of its beuds. To avoid the great bend of the river east of Lynchburg, 
a line was run as direct as practicable, conformable to the low grades, from Holcomb’s 
Rock, nine and a half miles west of Lynchburg, passing southward of that city, to Con¬ 
cord Depot, on the Atlantic, Mississippi and Ohio Railroad, and thence to Richmond. 

From Clifton Forge to Holcomb’s Rock, the line, as run, is 61.83 miles in length and 
is shorter than a strictly river-line by one huudred and thirty-four miles. The maxi¬ 
mum grade eastwardly is 20 feet and westwardly 47£ feet per mile. In this distance 
there will be no curve of less than 1,000 feet radius. 

From Holcomb’s Rock to Concord Station grades of 30 feet per mile are necessary, 
unless a considerable detour and expense are encountered. From Concord Station to 
Richmond the grades are more favorable. 

If the grade of 20 feet per mile were adhered to, it would seem necessary for the line 
to follow the valley of the James with a considerable loss in distance. This route was 
not examined for want of time. The distance from Lynchburg to Richmond by canaL 
is one hundred and forty-seven and a half miles; by line, as run, 117.7. It is probable 
that a railroad line down the valley of the river would be shorter than the caual, and 
although in the estimate of distance I have allowed a difference of but three miles, 
probably a greater saving could be made. 

At Concord Station a connection is made with the Atlantic, Mississippi and Ohio 
Railroad, by which a line to Norfolk with favorable grades and curvature is secured. 
A connection with this line can also be made at Lynchburg, thereby saving the con- 


218 


NAVIGATION OF THE MISSISSIPPI RIVER. 


struction of twelve miles of road, but an objection to a connection at this point is a 
grade of 47 feet per mile, going east, which occurs on a portion of the line between 
Lynchburg and Concord Station, where it leaves the valley of the former and ascends 
to the ridge or table-land south of the river. It is probably better, however, Norfolk 
being the objective point, to join this road at Lynchburg, and to use assisting power 
to overcome the grade referred to. From Concord Station to Petersburg the grades 
going east are under 20 feet per mile. Between Petersburg and Norfolk the grades in 
each direction are 39.6 feet per mile, but the line is almost absolutely straight, and, 
should it be thought necessary, an increase of the length of the road would probably 
develop grades as low as those existing elsewhere on this route. 

A resurvey of the Atlantic, Mississippi and Ohio Railroad has recently been made, 
and the president of the company informs me that he will send such information relat¬ 
ing to it as he may think useful. This information will be ready early in January. 

The harbor of Norfolk is too well known to make any statement of its merits neces¬ 
sary in this report. 

If Yorktowu or Newport News is selected as the eastern terminus, tbe line would 
pass through or near the city of Richmond, either by the route surveyed by Mr. Tem¬ 
ple or by the valley of the James from Lynchburg, and tlience down the peninsula 
between the York and the James Rivers to deep water. The graduation of the line on 
the peninsula is light, and the grades would not exceed 20 feet per mile. At Yorktown 
or Newport News there is depth of water for the heaviest ships, and the approach from 
the sea is direct and easy. 

If Alexandria or any other portion of the Potomac is selected as the terminus, I know 
of no route in connection with this under consideration where the grades can be re¬ 
duced at practicable cost to less than 50 feet per mile. The shortest route by existing 
roads is by the Chesapeake and Ohio Railroad, from Clifton Forge to Gordonsville, and 
thence by the Virginia Midland (formerly Orange and Alexandria) Railroad to the Po¬ 
tomac. On this route there are several grades of 70 feet per mile, and going westward 
even this is sometimes exceeded. 

The estimates submitted are for a double-track railway, independent of roads already 
built, although in many places it may be found economical to build parallel and in 
close proximity to them. The widths of cuttings are 30 feet at base in earth and 28 
feet in rock, and the embankments are 26 feet wide on top. The prices assumed aver¬ 
age more than those paid on the Chesapeake and Ohio Railroad for similar items, and 
in consideration of the facilities with which supplies can now be obtained, owing to 
the construction of that and other roads and of the James River and Kanawha Canal, 
they may be regarded as sufficient. 

The track proposed for this road is a steel rail of 68 pounds per yard, supported by 
cross-ties 9 feet long and 7 by 8 inches, laid 2 feet between centers, in ballast 18 inches 
thick, and is estimated to cost, with the necessary sidings included, $33,500 per mile. 
The sidings on a railway of this character, where passing-places for fast trains will 
not be required, are estimated at about 6 per cent, of the total length of single track. 

For seventy miles east of Charleston this route is through a coal-field, where fuel 
can be had at as low a cost and of as good quality as on any line in this country—an 
important item in the co3t of transportation. 

From the Alleghany, eastward, there are many deposits of iron-ore, which have been 
opened and worked, and have proved to be of good quality. 

In other minerals and in products of the forest this route will compare favorably 
■with others between the Atlantic and the West, and for agricultural products it has a 
fertile soil and a genial climate. 

As evidence of the mildness of the winters along this route, I will state that since 
1857, when an extraordinary snow-storm occurred in Virginia, I have never known the 
trains on the Chesapeake and Ohio Railroad sensibly detained from snow. I do not 
know of the existence of a snow-plow on any railroad in Virginia, and I know that 
there are none on the Chesapeake and Ohio Railroad, and that they have not been 
needed on it since 1857, a period of seventeen years. 

The distances from Charleston to the several points suggested are as follows : 


Charleston to Norfolk. 


Miles. 


Charleston to Falls of Kanawha. 35. 86 

Falls of Kanawha to Clifton Forge. 141. 71 

Add possible increased distance over Chesapeake and Ohio Railroad.. 3. 00 


Clifton Forge to Lynchburg. 71. 23 

Lynchburg to Norfolk (existing roads). 203. 00 


Total 

miles. 


180. 57 
251. 80 
454. 80 







NAVIGATION OF THE MISSISSIPPI RIVER. 219 

I 

Charleston to Newport News as surveyed, maximum grade of 30 feet per mile. 


Charleston to Lynchburg... 
Lynchburg to Richmond... 

Richmond to Yorktown_ 

Yorktown to Newport News 


Miles. Total 
miles. 

251. 80 
117.70 

- 369.50 

60.00 429.50 
20.00 449.50 


Charleston to Newport News, by James River Valley to Richmond, maximum grade, 20 feet 

per mile. 


Miles. Total 
miles. 

Charleston to Lynchburg. 251.80 

Lynchburg to Richmond (estimated). 144.50 

- 396.30 

Richmond to Yorktown. 60. 00 456. 30 

Yorktown to Newport News. 20. 00 476.30 

Charleston to Alexandria. 

Miles. Total 
miles. 

Charleston to Clifton Forge. 180. 57 

Clifton Forge to Gordonsville (existing roads). 115.69 

- 296.26 

Gordonsville # to Alexandria (existing roads). 88. 34 384.60 


The cost of these several lines will be as follows. The cost of existing lines being 
ascertained from published reports, the cost of building and machinery being excluded : 


Charleston to Norfolk, 454.8 miles. 

Charleston to Falls of Kanawha. 

Falls of Kanawha to Clifton Forge. 

Clifton Forge to Lynchburg. 

Lynchburg to Norfolk. 

454.8 miles track, at $33,500. 


Totals. 

$1,000, 000 

11,419,208 $12,419,208 
3,306,507 15,725,715 
5, 402, 621 

- 21,128,336 

15,235, 800 36, 364,136 


Charleston to Newport News by line as run, 449.5 miles. 

Totals. 


Charleston to Lynchburg (surveyed line). $16,580,662 

Lynchburg to Richmond....-. 3,588,407 $20,169, 069 

Richmond to Yorktown. 699,960 20,869,029 

Yorktown to Newport News. 240,00J 

f _ 21 109 029 

449.5 miles track, at $33,500. 15,058,250 36,167,279 


Charleston to Newport News, by James River Valley, 479.6 miles. 

Totals. 


Charleston to Clifton Forge. 

Clifton Forge to Lynchburg (by river-route from five miles 

above Holcomb’s Rock). 

Lynchburg to Richmond (assumed). 

Richmond to Yorktown. 

Yorktown to Newport News. 

476.3 miles track, at $33,500. 


$12,419, 208 

3,306,507 $15,725,715 
4,000,000 19,725,715 
699,960 20,425,675 
240, 000 

- 20,665,675 

15,956, 000 36,627, 725 


Charleston to Alexandria, 384.6 miles. 


Totals. 


Charleston to Clifton Forge.. 
Clifton Forge to Gordonsville 
Gordonsville to Alexandria .. 

384.6 miles track, at $33,500.. 


$12,419,208 
3, 651,028 
2,750,000 

-$18,820,236 

12,884,100 31,704,336 



































220 


NAVIGATION OF THE MISSISSIPPI RIVER. 


To each of the above estimates of costs should be added the cost of such terminal 
facilities as would not be undertaken by private enterprise; also of such buildings as 
would be needed by officers and employ6s. It w r ould be difficult to ascertain the 
amount needed without extended research, but the extra cost would probably be not 
less than $2,000,000. _ 

I have had some difficulty in ascertaining the cost of existing roads from their pub* 
lished reports, but the above is believed to be a fair statement of probable cost. 

It should be remembered that these estimates are for a double-track road through¬ 
out, with bridges of iron or masonry, laid with a heavy steel rail on a road-bed of 
ample width, and with heavy ballast. 

The gauge, in order to accommodate the larger part of the rolling-stock on existing 
roads, should be 4 feet 8J inches. If there is economy in using a narrower gauge, as 
many persons contend, that economy will apply to these lines as well as to any others. 
I submit herewith the reports of Messrs. Howard and Temple, and maps and profiles 


of the lines surveyed. 

Very respectfully, your obedient servant, 


H. D. WHITCOMB. 


Col. W. P. Craighill, 

United States Engineers. 


1.—FROM CLIFTON FORGE TO A POINT OPPOSITE HOLCOMB’S ROCK. 

REPORT OF MR. C. R. HOWARD, ASSISTANT ENGINEER. 

United States Engineer Office, 

Richmond, Va., December 17, 1874. 

Dear Sir: In accordance with instructions conveyed in your letter of July 24, with 
“transit, level, and cross-section parties complete, early in August I began* a survey to 
u ascertain the cost of a railway from Clifton Forge to a point near Lynchburg.” 

The field-work of the survey terminated on October 16, since when the estimates of 
costs and the maps and profiles of the approximate railway location have been made. 

The maximum grade adopted is 20 feet going east and 47£ feet going west, and the 
minimum radius of curvature (with the exception of one curve of 955 feet radius) is 

I, 000 feet. 

On account of the present terminus of the James River and Kanawha Canal being at 
Pattonsburg, opposite Buchanan, that point is taken as the end of the first division. 

ALIGNMENT, FIRST DIVISION, FROM CLIFTON FORGE TO PATTONSBURG. 

The line, as approximately located, leaves the Chesapeake and Ohio Railroad at a 
point 450 feet west of the Clifton Forge Station, turning into the gorge at Clifton 
Forge, and following down the left bank of Jackson’s River for one and one-half miles; 
thence bearing to the left, and crossing Cow Pasture River about 1,500 feet above its 
junction with Jackson’s River, the junction forming the James River. 

At Cow Pasture River cut-off No. 1 begins, crossing two ridges, and reaching James 
River at the mouth of Sinking Creek. 

The distance by this cut-off is 7.45 miles ; by the canal location, between same points 

II. 13 miles; and, with the same maximum grade, by the river line, 11.11 miles. From 
Sinking Creek the line runs nearly parallel to the river, and at the foot of the high 
ground, for 6.15 miles to Men’s Branch, at which point cut-off No. 2 begins, the line 
crossing a ridge, and reaching James River near Saltpeter Cave. Between those points 
the distance by cut-off No. 2 is 1.9 miles, and by the river line, with same grade, 5.47 
miles. From Saltpeter Cave the line follows the river cliffs for one mile, to the point 
at which cut-off No. 3 begins, thence crossing a ridge, and reaching the river at Paw¬ 
paw Run. Distance by cut-off'No. 3, 0.96 mile; by river line, 3.59 miles. 

From the lower end of cut-off No. 3 the line follows the river more or less closely to 
Pattonsburg, opposite Buchanan, the present terminus of the James River and Ka¬ 
nawha Canal. From Clifton Forge to Pattonsburg, the distance by the railroad line, 
with maximum grade of 20 feet per mile, and without crossing the river, is 28.37 miles ; 
by the canal, with four crossings of the river, thirty-three miles; and by river line, 
without ascending grade or river-crossing, is thirty-eight. 

ALIGNMENT, SECOND DIVISION, FROM PATTONSBURG TO A POINT OPPOSITE HOLCOMB’S 

ROCK. 

At Pattonsburg, cut-off No. 4 begins, crossing a ridge, and reaching the river at a 
point 1.2 miles below, by railroad line, and 2.1 miles by canal or river line. 

After reaching the river at lower end of cut-off No. 4, the line runs along a steep 
rock cliff, known as Wasp Rock, for 3,000 feet: thence making cut-off No. 5, to the 
crossing of James River. Distance by cut-off No. 5, one mile; by canal or river line, 
2.6 miles. 

From the river-crossing the line follows the right bank of the James River for 25£ 
Jniles to a point one-half mile below Reed Creek, and thence for a distance of five miles 



NAVIGATION OF THE MISSISSIPPI RIVER. 


221 


of continuous ‘20-feet grade, it rises along the river cliffs, and crosses a low bridge, to 
a point opposite Holcomb’s Rock, the terminal point of the survey under my charge. 

1 he distance from Pattonsburg to the point opposite Holcomb’s Rock is, by the rail¬ 
road line, .o.4b miles; by canal, thirty-eight miles; and by river line, thirty-seven 
rom Clifton lorge to Holcomb’s Rock, the total distance by railroad line— 
with 20 feet maximum grade going east, and one crossing of the river—is 61.83 miles , 
by canal, with live river crossings, seventy-one miles; and by river line, with one 
crossing, and without ascending grades going east, seventy-five miles. 

GRADES. 

On the first division the total rise of grades going east is 130.2 feet, and the corre¬ 
sponding fall 337.55 feet. The maximum grade of 20 feet per mile is used for 5.8 miles, 
and an average of 11 feet per mile for 1.3 miles, the remaining distance of 21.27 miles 
being on a level or descending grades. 

On the second division, the total rise of grade going east is 131.83 feet, and the cor¬ 
responding fall 269 feet. An average grade of 7 feet per mile is used for about 4.4 
miles, and the maximum of 20 feet per mile held continuously for the last five miles, 
while for the remaining distance of 24.6 miles the grade is level or descending. From 
Clifton Forge to the end of the second division opposite Holcomb’s Rock, the total rise 
and fall eastwardly are 262.03 and 606.55 respectively, and the lengths of maximum 
grades used are 20 feet per mile ascending for 10.8 miles, and 47-^ feet descending for 
5.18 miles. 

CURVATURE. 

On the first division the average curvature per mile is 76 degrees, and on the second 
division 95 degrees. The total curvature on both divisions from Clifton Forge to 
opposite Holcomb’s Rock is 5,336 degrees, or 86^ degrees per mile, the total length of 
curved lines being 34.77 miles, and of straight lines 27.06 miles. 

TUNNELS, FIRST DIVISION. 

Tunnel No. 1.—On cut-off No. 1, between Cow Pasture River and Lick Creek. Length 
1,315 feet. 

Tunnel No. 2.—On cut-off No. 2, between Men’s Creek and Saltpeter Cave. Length, 
l,9t)0 feet. 

Tunnel No. 3.—On cut-off No. 3, between Saltpeter Cave and Pawpaw Run. Length, 
770 feet. 

Tunnel No. 4 —Through projecting point of cliff about two and one-half miles above 
Jackson. Length, 165 feet. 

TUNNELS, SECOND DIVISION. 

Tunnel No. 5.—On cut-off No. 4, between Pattonsburg and Wasp Rock. Length, 200 
feet. 

Tunnel No. 6.—Through projecting point one mile above Balcony Falls. Length, 190 
feet. 

Tunnel No. 7 .—Through crest of river-bluff two-thirds of a mile above Holcomb’s 
Rock. Length, 600 feet. 

The total tunnel length on the first division is 4,150 linear feet; on the second divis¬ 
ion 990 liuear feet; or on both divisions one mile approximately. 

All of the tunnel-material is limestone, except that of tunnel No. 7, which is a kind 
of granite. 

The road-bed widths used in the estimate of quantities were, for earth-excavation, 
30 feet; for rock-excavation, 28 feet; and for embankment, 26 feet; and the corre¬ 
sponding side-slopes were mostly \ to 1, 1 to 1, and to 1. In mauy of the excavations, 
however, where the material would plainly be in great part rock, side slopes of to 1 
were used, and in corresponding embankment, 1£ to 1. In large through cuts and tun¬ 
nel-approaches, a certain depth of earth overlying rock was assumed, and the sectional 
area taken accordingly. The classification of excavation, when £ to 1 slopes were used, 
was, in all cases, two-thirds rock. The tunnels were estimated as 28 feet wide, and 21 
feet in length, or 18.75 eubpc yards of excavations per linear foot. 

Masonry was estimated as 26 feet in width for undergrade, and 34 feet for overgrade 
bridges. 

At several points below Pattonsburgli, where the line runs along cliffs close to the 
canal, retaiuing-walls are needed, and are included in the estimate. 

At Lick Creek, section 4, where the embankment is over 60 feet in height, a com¬ 
parison of cost of earth-work and iron trestling was made, with a result so much in 
favor of the former that borrowed material has been estimated for in all cases of 
excess of embankment on both divisions. 

Two exhibit-sheets accompany this report, one for each division, containing quanti¬ 
ties, prices, and amounts for graduation, masonry, and bridging on each section ; also 
a profile of each division, and a topographical map on a scale of two and one-half 
miles to the inch, showing the corresponding alignment. The field-maps, on a scale 
of 100 feet to the inch, showing in detail the topography and the railroad location on 
which the following estimate is based, will be forwarded with the remainder of the 
field-notes and estimate details. 


r- 

1 

2 

3 

4 

5 

6 

7 

8 

9 

10 

11 

12 

13 

14 

15 

16 

17 

18 

19 

20 

21 

22 

23 

24 

25 

26 

27 

28 


NAVIGATION OF THE MISSISSIPPI RIVER 


Exhibit of work to he done upon the first division of the United 


GRADUATION. 


Earth. 

Loose or soft 
rock. 

CO 




Pi 

- 

u 






.2 

3 

© 

o 

o 

•rH 

6 

o 

s 

Pi 

C 


o 

Ph 

o 

& 

1, 649 

$0 30 

1, 648 

$0 50 

1,395 

30 

1,394 

50 

6, 720 

30 

6, 720 

50 

14, 175 

30 

14, 174 

50 

16, 111 

30 

16,112 

' 50 

16, 689 

30 

16, 690 

50 

27, 463 

30 

27, 463 

50 

6, 669 

30 

6, 669 

50 

3,114 

30 

3,113 

50 

3, 011 

30 

3,011 

50 

5, 699 

30 

5, 699 

50 

3, 301 

30 

3, 300 

50 

1,470 

30 

1,470 

50 

2, 532 

30 

2, 531 

50 

1,950 

30 

1, 951 

50 

5, 746 

30 

5, 745 

50 

10, 698 

30 

10, 699 

50 

17, 861 

30 

17, 860 

50 

2,133 

30 

2,132 

50 

7, 917 

30 

7, 916 

50 

7, 309 

30 

7, 309 

50 

5, 561 

30 

5, 560 

50 

6, 381 

30 

6, 382 

50 

7, 596 

30 

7, 596 

50 

576 

30 

576 

50 

6, 517 

30 

6, 517 

50 

6, 944 

30 

6, 945 

50 

15, 248 

30 

15, 248 

50 

212, 435 


212, 432 





Solid rock. 


Cubic yards. 

Price. 

47, 258 

$1 00 

34, 017 

1 00 

10,815 

1 00 

39, 996 

1 00 

26, 896 

1 00 

17, 094 

1 00 

20, 950 

1 00 

26, 678 

1 00 

12, 462 

1 00 

12, 044 

1 00 

22, 794 

1 00 

13, 206 

1 00 

5, 880 

1 00 

10, 128 

1 00 

7, 804 

1 00 

8, 754 

1 00 

19, 105 

1 00 

35, 829 

1 00 

27, 479 

1 00 

38, 648 

1 00 

4, 980 

1 00 

79, 423 

1 00 

24, 048 

1 00 

35, 098 

1 00 


1 00 


1 00 


1 00 


1 00 


581, 386 


Other items. 

Tunnel-exca¬ 

vation. 

Cubic yards. 

Price. 

Cubic yards. 

Price. 





23, 691 
169, 664 
158, 376 
96, 951 

1, 809 

$0 40 
40 
40 
40 
40 
40 
40 
40 
40 
40 
40 
40 
40 
40 
40 
40 
40 
40 
40 
40 
40 
40 
40 
40 
40 
40 
40 





24, 656 

$4 00 








14,154 
41, 229 










35, 331 
8, 057 
15, 070 
21, 979 
11, 209 











35, 625 

4 00 

79, 553 

14, 43£ 

4 00 

4, 423 

3, 094 

4 00 

13, 404 



18, 751 








15, 023 





. 728, 674 


77, 813 







$48, 577 
44, 609 
84, 057 
213, 310 
78, 565 
31,170 
42,920 
32,014 
20, 614 
30, 945 
27, 353 
15, 846 
21,188 
15, 377 
15, 392 
22, 143 
32, 146 
192,617 
61, 007 
102, 733 
12, 597 
96, 247 
34, 915 
41, 175 
7, 961 
5,213 
5,556 
18, 207 


1, 354, 054 




ir 


























































































NAVIGATION OF THE MISSISSIPPI RIVER 


223 


States Government Freight Railroad, State of Virginia, 1874. 


MASONRY. 

TOTAL AMOUNT 
OF SECTION. 

Abutments. 

Piers. 

Arch. 

Second-class 

masonry. 

Coping. 

Square 

drains. 

Cost of foundation and 

other contingencies 

on masonry. 

Total masonry to be 

done. 

Truss-bridging to be 

done. 

To be done. 

Cubic yards first- 
class masonry. 

6 

o 

•rH 

(-1 

J Cubic yards. 

Price. 

Cubic yards. 

Price. 

Cubic yards. 

Price. 

Cubic yards. 

Price. 

Cubic yards. 

Price. 

774 

|10 00 







22 

$16 00 

141 

$4 00 

$800 

$9 456 

$12, 600 

«7/i fiaa 







31 

$7 00 

4 

16 00 

417 

4 on 


1 949 


1, 463 

10 00 

I, 532 

$12 00 




60 

16 00 

270 

4 nn 1 500 

36 554 

37, 800 

158 411 




193 

$16 00 

829 

7 00 

5 

16 00 



8’ 971 

999 9a 1 










302 

4 00 


l’ 208 


79 773 





35 

16 00 

173 

7 00 

3 

16 00 


1 819 


99 OwQ 











158 

4 00 


632 


43 552 











538 

4 00 


2 152 


34 166 











558 

4 00 


1 832 


22 446 

383 

10 00 







6 

16 00 

111 

4 00 

300 

4 670 

4 400 

40 015 

519 

10 00 







6 



400 

5’ 686 

4, 400 

37 439 











170 

4 00 


* 680 

Ifi ^9fi 







50 

7 00 

20 

16 00 

110 

4 00 


1 110 


22 298 







439 

7 00 



54 

4 00 

. 

’ 216 


15* 593 











84 

4 00 


336 


15’ 728 





85 

16 00 



8 

16 00 

231 

4 00 


5 485 


27’ 628 





141 

16 00 

684 

7 00 

8 

16 00 

142 

4 00 


7’ 740 


39' 886 










150 

4 00 


’ 600 


193 217 





273 

16 00 

1, 227 

7 00 

18 

16 00 

118 

4 00 


13 717 


74' 724 





59 

16 00 

' 257 

7 00 

3 

16 00 

43 

4 00 


2 963 


105* 696 





66 

16 00 

332 

7 00 

6 

16 00 

131 

4 00 


4, 000 


16’ 597 











136 

4 00 


544 


96 791 





98 

16 00 

497 

7 00 

7 

16 00 




5,159 


39’ 674 





31 

16 00 

159 

7 00 

4 

16 00 

43 

4 00 


1, 845 


43 020 





34 

16 00 

136 

7 00 

3 

16 00 




1 544 


9 505 





23 

16 00 

105 

7 00 

3 

16 00 

78 

4 00 


1, 463 


6’ 676 
















5, 556 











256 

4 00 


1, 024 


19, 231 
















3, 139 


1, 532 


1, 038 


4, 919 


186 


4, 141 


3, 000 

123, 355 

59, 200 

1, 536, 609 














































































































































224 


NAVIGATION OF THE MISSISSIPPI RIVER 


Exhibit of work to be done upon the second division of the United 


GRADUATION. 


Earth. 


Loose or soft 
rock. 


Locality. 

Cubic yards. 

Price. 

> 

Cubic yards. 

Price. 

Cubic yards. 

Price. 

Section 29 

9, 554 

$0 30 

9, 554 

$0 50 

27, 773 

$1 

30 





89, 223 

1 

31 

15, 239 

30 

15, 239 

50 

60, 958 

1 

32 

12, 395 

30 

12, 395 

50 

49,580 

1 

33 

3, 440 

30 

3, 440 

50 

6, 901 

1 

34 

2, 784 

30 

2, 784 

50 



35 

6’ 566 

30 

6,’ 565 

50 



36 

i, 318 

30 

7, 317 

50 

29, 271 

1 

37 

11,354 

30 

11,353 

50 

45,415 

1 

38 

5, 778 

30 

5, 778 

50 

3, 361 

1 

39 

6, 249 

30 

6, 250 

50 



40 

9, 329 

30 

9^ 329 

50 

6, 561 

1 

41 

6, 956 

30 

6, 955 

50 

8, 804 

1 

42 

8, 218 

30 

8,219 

50 

732 

1 

43 

5, 817 

30 

5,816 

50 

10, 979 

1 

44 

10, 335 

30 

10, 335 

50 

1, 698 

1 

45 

7, 403 

30 

7, 40$ 

50 

11, 675 

1 

46 

4, 810 

30 

4, 811 

50 

32, 647 

1 

47 





51, 283 

1 

48 

3, 872 

30 

3, 873 

50 

22; 358 

1 

49 

8, 000 

30 

8, 000 

50 

31, 561 

1 

50 

4, 028 

30 

4, 028 

50 

24, 489 

1 

51 

3, 417 

30 

3, 418 

50 

34, 619 

1 

52 

8, 438 

30 

8, 437 

50 

33, 749 

1 

53 

8, 506 

30 

8, 506 

50 

34, 024 

1 

54 

5, 931 

30 

5, 931 

50 

23, 725 

1 

55 

7, 588 

30 

7, 587 

50 

30, 349 

1 

56 

9, 547 

30 

9, 547 

50 

38, 188 

1 

57 

2, 512 

30 

2,511 

50 

10, 043 

1 

* 58 

4, 734 

30 

4, 733 

50 

18, 934 

1 

59 

977 

30 

976 

50 

80, 302 

1 

60 

4, 807 

30 

1,806 

50 

19, 224 

1 1 

61 

8, 693 

30 

8, 692 

50 

34, 771 

1 1 

62 

15, 092 

30 

15, 092 

50 

60, 647 

1 . 


229, 687 


229, 680 


933, 844 

....13 


Solid rock. 


Other items. 


'P 

f-4 

c5 

O 

•r—i 

X> 

a 

o 


3, 488 


73, 524 
1,306 
8, 943 


409 


Ph 


|0 40 


Tunnel-ex 

cavation. 


-O 

U 

cS 


rO 

a 

o 


40 

40 

40 


40 


10, 674 
28,5oi 


764 


40 

40 


3, 750 


40 


40 

40 


3, 563 


11, 250 


18, 563 


© 

X> 

O 

a 

.2 

'is © 

-e © 
cS ^ 3 
H 
fcOD 

Is 

o 

H 


$36, 811 
89, 223 
88, 149 
88, 906 
10,175 
5, 804 
5, 253 

35, 125 
54, 497 

7, 983 
5, 164 
14, 025 
18, 638 
7; 306 

27, 032 
9, 966 

31, 850 

36, 496 
51, 283 
25, 456 

37, 961 

28, 017 
37, 353 
40, 498 
40, 829 
28, 469 
36,419 
45, 826 
12, 053 
22, 721 
81, 083 
78, 960 
94, 427 

117, 721 


MASONRY. 


Abutments, 


© 

^ 'P . 

h 

'a .a a 

„ B O 
.g as 03 

*a cs a 

a © a 

O 


2, 774 


2, 484 


$10 


10 


,351, 479 


1, 102 


10 


6, 360 




V' 











































































































































NAVIGATION OF THE MISSISSIPPI RIVER, 


225 


States Government Freight Railroad, State of Virginia, 1874. 


MASONRY. 

TOTAL AMOUNT OF 
SECTION. 

Piers. 

Arch. 

Bridge- 

masonry. 

Coping. 

Square 

drains. 

Y ertical 
wall. 

Cost of foundation and 

other contingencies 

on masonry. 

Total masonry to be 

done. 

Truss-bridging to be 

done. 

To be done. 

Cubic yards. 

Price. 

Cubic yards. 

Price. 

Cubic yards 
2d-class. 

Price. 

Cubic yards. 

Price. 

Cubic yards. 

Price. 

Cubic yards. 

Price. 







39 

$16 

88 

$4 



$1, 200 

iftOQ 010 

$4, 400 










412 

4 

3, 693 

$3 

12 727 

« 1 f 

1 A 1 Q^n 



60 

$16 

254 

$7 

7 

16 

80 

4 



3 170 


91 319 

2,190 

$12 





50 

16 





3, 000 

54) 920 

72, 800 

216 6°6 













10 175 



20 

16 

100 

7 

4 

16 






1,084 


6, 888 
5 253 























113 

4 




452 


35 575 









111 

4 




444 


54 941 





59 

7 

4 

16 






477 


8 460 



* 






61 

4 




244 


5 408 









154 

4 




616 


14 641 



28 

16 

222 

7 

5 

16 

41 

4 




2 246 


20 884 





34 

7 

4 

16 






302 


7 608 







22 

16 





1, 000 

12 372 

4, 400 

43 804 



24 

16 

106 

7* 

3 

16 

93 

4 



1 546 

11 512 









54 

4 




’ 216 


32’066 









91 

4 




364 


36' 860 





89 

7 

4 

16 






687 


5l’ 970 





10 

7 

4 

16 






134 


25' 590 
















37 961 



26 

16 

208 

7 

8 

16 

87 

4 




2 318 


30 365 











661 

3 


1 983 


39 336 



51 

16 

390 

7 

13 

16 

107 

4 

4, 391 

3 


17, 355 


57, 853 





51 

7 

4 

16 

62 

4 

2, 614 

3 


8 511 


49 340 



' 76 

16 

445 

7 

7 

16 

188 

4 



5,195 


33’ 664 









265 

4 




1, 060 


37 479 









175 

4 




700 


46, 526 



72 

16 

456 

7 

12 

16 

62 

4 




4, 784 


16, 837 



66 

16 

391 

7 

10 

16 

237 

4 




4' 901 


27, 622 



69 

16 

297 

7 

3 

16 

228 

4 

2,588 

3 


llj 907 


92' 990 



98 

16 

301 

7 

3 

16 

741 

4 



6' 687 


85| 647 



199 

16 

596 

7 

6 

16 



2, 543 

3 


15, 081 


109, 508 



83 

16 

295 

7 

3 

16 

462 

4 



5; 289 


123; 010 















2,190 


872 

.... 

4, 304 

.... 

215 


3, 912 

.... 

16, 490 

... 

5, 200 

207, 718 

81, 600 

l, 640, 797 














































































































































226 


NAVIGATION OF THE MISSISSIPPI RIVER. 


APPROXIMATE ESTIMATE OF COST OF CONSTRUCTION FIRST DIVISION, FROM CLIFTON 

FORGE TO PATTONSJBURG. 


Graduation, masonry, and bridging of 28.37 miles, at $54,163.17 per mile.. 

Track, 28.37 miles, at $33,500 per mile. 

Land-damages and damages to buildings, 28.37 miles, at $400 per mile- 

Engineering, 28.37 miles, at $1,000 per mile. 


$1,536,609 
950, 395 
11,348 
28, 370 


Total, 28.37 miles, at $89,063.17 per mile... 2,526,722 

APPROXIMATE ESTIMATE OF COST OF CONSTRUCTION SECOND DIVISION, FROM PAT- 
TONSBURG TO A POINT OPPOSITE HOLCOMB’S ROCK. 

Graduation, masonry, and bridging of 33.46 miles, at $49,037.56 per mile .. $1, 640, 797 


Track, 33.46 miles, at $33,500 per mile.. - 1,112, 910 

Land-damages and damages to buildings, 33.46 miles, at $500 per mile- 16, 730 

Engineering, 33.46 miles, at $1,000 per mile. 33,460 


Total, 33.46 miles, at $83,798.48. 2,803, 897 


APPROXIMATE ESTIMATE OF COST. 
Recapitulation. 


First division, 28.37 miles, at $89,063.17 per mile. $2,526,722 

Second division, 33.46 miles, at $83,798.48 per mile. 2, 803, 897 

Total cost of construction, 61.83 miles, at $86,214.12 per mile. 5,330,619 


The location and grades in which the above estimate is made may be adjusted so as 
to lessen somewhat the quantities of earth-work and masonry obtained; but, as at the 
more difficult points the location adopted is the result of several trial-lines, probably 
it cannot be greatly bettered, as to cost, by any change in the alignment; neither 
would the adoption of a 30-foot instead of a 20-foot maximum grade, going east, be of 
any very considerable advantage in lessening the aggregate cost, as it would only 
affect materially that of three or four sections. 

As now estimated, the line crosses the Valley Railroad at grade, but it can be 
changed to a crossing above grade without sensibly affecting the estimate given. 

There is one curve of 955 feet radius, beginning a few hundred feet below the cross¬ 
ing of James River, but a more elaborate examination of the ground in that vicinity 
might secure a better aligument at no greater cost. 

Very respectfully, your obedient servant, 

CONWAY R. HOWARD. 

H. D. Whitcomb, Esq., Civil Engineer . 


2.—FROM HOLCOMB’S ROCK TO RICHMOND. 

REPORT OF MR. R. II. TEMPLE, ASSISTANT ENGINEER. 

United States Engineer Office, 

Richmond, Va., December 15, 1875. 

Sir: Having been charged by you with the duty of making a survey and estimate 
of cost of a double-track railway from Holcomb’s Rock to Richmond, the following 
report is respectfully submitted : 

Field-work was commenced on the 1st of August and completed on the 15th of 
November, 1874, during which time one hundred and eighty miles of line were sur¬ 
veyed. 

The distance from Holcomb’s Rock to Richmond, by the line as located, is one 
hundred and thirty-two and a half miles; passing through the counties of Bedford, 
Campbell, Appomattox, Buckingham, Cumberland, Powhatan, Chesterfield, Goochland, 
and Henrico. 

The route selected may be described as follows: Commencing at a point on the 
south bank of James River, near Holcomb’s Rock, the line at once leaves the river, 
and, passing eastwardly through a gap in Fleming’s Mountain, gains the elevated 
and broken plateau which lies between the foot-hills of the mountain and the river. 

Following the plateau, it crosses Judith’s Creek and the Blackwater, passes through 
the suburbs of Lynchburg farthest from the river, and, striking directly across the 
















NAVIGATION OF THE MISSISSIPPI RIVER. 227 


drainage of Fishing, Opossum, and Beaver Creeks, reaches Concord, situated upon the 
ridge which divides the waters of the Jaimes and Staunton Rivers. 

From Concord the line runs parallel with, and 100 feet distant at right angles from, 
the Atlantic, Mississippi and Ohio Railroad, to a point three miles west of Appomattox 
Court-House, wliere it crosses said railroad and follows the dividing-ridge between the 
waters of the James and Appomattox Rivers, passing three miles north of Appomattox 
Court-House. 

Holding this ridge, it runs south of Willis Mountain and Buckingham Court-House, 
and near the county-seats of Cumberland and Powhatan, to the head of Manakin 
Creek, two miles west of Tomahawk Station, on the Richmond and Danville Railroad ; 
thence down Manakin Creek to its confluence with James River, which it crosses at 
this point thirteen miles above Richmond by canal; thence up Tuckahoe Creek, pass¬ 
ing north ot Richmond, and crossing the R.chmond, Fredericksburg and Potomac 
Railway, three miles north of the city ; thence descending the valleys of Bacon Quarter 
Branch and Shockoe Creek to Broad-street depot of the Chesapeake and Ohio Railway. 

The Atlantic, Mississippi and Ohio is crossed twice ; the Washington City, Virginia 
Midland and Great Southern is crossed once, with overgrade crossings, while it*is pro¬ 
posed to pass under the Richmond, Fredericksburg and Potomac Road. 

No grade is used exceeding 30 feet per mile going east or west, except for a distance 
of three miles descending eastward into Richmond, where 45 feet per mile was found 
necessary. 

The minimum radius used is 1,000 feet, and this in one or two cases only, it being 
rarely necessary to use a radius of less than 1,910 feet. 

The material from Holcomb’s Rock to Concord consists chiefly of mica-schist, easily 
worked, but will not staud in excavation at a slope of less than one-half to one. 
Granite of superior quality for masonry can be had on this part of" the line. 

From Concord to Richmond the excavation will be mostly in earth, and, the line 
being located for the greater part of the distance upon the ridge, very little masonry 
is required except at the crossing of James River, where good granite may also be 
had, with water-transportation to the bridge-site. 

Tables of curvature and grades, also distances between prominent points upon sur¬ 
vey, as well as distances between same points by existing routes, are given. 

Your attention is called to the fact that five miles in distance is gained over the line, 
as surveyed, by keeping the south side of James River to Richmond. 

The following estimates do not include cost of fencing, wharves, depot and office 
building, engine-houses, machine-shops and machinery, rolling-stock, or the salaries of 
any other thau engineer-officers during the period of construction, which is assumed 
at twenty months. The cost of equipment, including items enumerated, I estimate at 
$*25,000 per mile. 

A profile and general map (scale 2£ miles to the inch) of line from Holcomb’s Rock 
to Richmond accompanies this report. Thirty miles of the section-maps (scale 400 feet 
to one inch) are completed. 

Having in my possession data upon which to base an accurate estimate of cost of 
double-track railway from Richmond to Yorktown and Newport News, it is also sub¬ 
mitted. 

f R. H. TEMPLE. 

H. D. Whitcomb, Esq., 

Civil Engineer. 

ESTIMATED COST OF THIRD DIVISION, FROM HOLCOMB’S ROCK TO CONCORD. 

Graduation, masonry, and bridging, 23.07 miles, at $95,340 per mile.... $2,199,493 @0 

Land-damages, 23.07 miles, at $500 per mile. 11,535 00 

Track, 23.07 miles, at $33,500 per mile. 772, 845 00 

Engineering, 23.07 miles, at $1,000 per mile. 23,070 00 


Total cost of third division 


3,006,943 80 


Average cost per mile. 130,340 00 

ESTIMATED COST OF FOURTH DIVISION, FROM CONCORD TO A POINT THREE MILES EAST 

OF CUMBERLAND COURT-HOUSE. 

Graduation, masonry, and bridging, 54.49 miles, at $18,000 per mile. $980,820 

Land-damages, 54.49 miles, at $500 per mile. 26,245 

Track, 54.49 miles, at $33,500 per mile.....-. 1,825,415 

Engineering, 54.49 miles, at $1,000 per mile..... 54, 490 


Total cost of fourth division. 2,887,970 


Average cost per mile 


53,OuO 



















228 


NAVIGATION OF THE MISSISSIPPI RIVER 


ESTIMATED COST OF FIFTH DIVISION, FROM A POINT THREE MILES EAST OF CUMBERLAND 

COURT-HOUSE TO RICHMOND. 


Graduation, masonry, and bridging, 53.9 miles, at $19,800 per mile. $1, 067,220 

Land-damages, 53.9 miles, at $500 per mile. 26, 950 

Track, 53.9 miles, at $33,500 per mile. 1, 805, 650 

Engineering, 53.9 miles, at $1,000 per mile.. 63, 900 


Total cost of fifth division. 2,953,720 


Average cost per mile. 64,800 


SUMMARY OF COST OF DOUBLE-TRACK RAILWAY FROM HOLCOMB’S ROCK TO RICHMOND. 


Third division, 23.07 miles. $3,006,943 

Fourth division, 54.49 miles. 2, 887, 970 

Fifth division, 53.90 miles. 2,953,720 

Total cost. 8 , 848, 633 

Average cost per mile. 67, 310 


ALIGNMENT. 


Holcomb's Rock to Richmond. 


Division. 

Length in 
miles. 

Total curv¬ 
ature. 

Curvature 
per mile. 

No. of cir¬ 
cles turned. 

No. 3. 

23. 07 

0 / 

1, 991 28 

O / 

86 19. 4 

5. 53 

No. 4. 

54. 49 

2, 910 29 

53 24. 6 

8 . 09 

No. 5.. 

53. 90 

2, 688 03 

49 52.2 

7. 47 

Total. 

*131. 46 

7, 590 10 

57 44. 6 

21.09 


* This is the distance from Holcomb’s Rock to a point on the Chesapeake and Ohio Railroad one mile 
west of Broad-street depot. 


SUMMARY OF GRADES. 


Going eastward. 


Ascending. 

Descending. 

Level. 

Rate per mile, in feet 

Length of plane, in 

Rate per mile, in 

Length of plane, in 

Length of plane, in 

and decimals. 

feet. 

feet and decimals. 

feet. 

feet. 

30. 096 

113, 712 

44. 880 

15,100 

99, 777 

26. 400 

11, 900 

36. 960 

7, 400 


23. 760 

4, 400 

30. 096 

199, 040 


22. 176 

6 , 030 

27. 456 

10, 700 


21.120 

5, 850 

26. 400 

5, 400 


19. 536 

7, 300 

21.120 

7, 000 


15. 840 

16, 700 

19. 536 

10, 571 


12. 672 

5, 000 

17. 424 

3, 000 


11.616 

9, 300 

13. 200 

26, 200 


8.448 

7, 800 

11 . 088 

7, 000 


7. 920 

4, 300 

10.560 

6 , 000 


7. 392 

10 , 000 

9. 504 

4, 570 


6 . 336 

31,600 

8.448 

7, 000 


2. 640 

24, 000 

6 . 336 

7, 000 




3. 168 

8 500 




1. 584 

12] 000 


• 




Totals. 

257, 842 


336, 481 

99, 777 
fiQd inn 

Total feet. 


Total miles. 




1*41 







Miles. 


Distance from Holcomb’s Rock to Lynchbur......_ 9 5 

Distance from Lynchburg to Concord.. 13,2 

Distance from Concord to Richmond, by route surveyed. 109. 4 

Distance from Lynchburg to Richmond, by route surveyed. 123. 0 
















































































NAVIGATION OF THE MISSISSIPPI RIVER. 


229 


Distance from Lynchburg to Richmond, keeping on south side of James River 
and following location of Danville Railroad from Tomahawk Station to Rich¬ 


mond.. 117.7 

Distance from Richmond to Lynchburg by Atlantic, Mississippi and Ohio Rail¬ 
road and Richmond and Danville Railroad.. 124. 0 

Distance from Richmond to Lynchburg by canal... 147.5 


ESTIMATED COST OF DOUBLE-'JRACK RAILROAD FROM JAMES RIVER STATION, CHESAPEAKE 

AND OHIO RAILROAD, TO YORKTOWN, VA. 

Graduation, masonry, bridging, land-damages, engineering expenses, and all 
other work necessary to prepare road-bed for track, 58.33 miles, $12,000 


per mile. $699,960 

Track, 58.33 miles, at $33,500 per mile. 1, 954, 055 

Total cost. 2,654,015 

Average cost per mile. 45,500 


ESTIMATED COST OF DOUBLE-TRACK RAILROAD FROM YORKTOWN TO NEWPORT NEWS 

Graduation, masonry, bridging, land-damages, engineering expenses, and all 
other work necessary to prepare road-bed for track, 20 miles, at $12,000 


per mile. $240,000 

Track, 20 miles, at $33,500 per mile. 670, 000 


Total cost. 910,000 


Average cost per mile... 45,500 

Total cost from James River Station, Chesapeake and Ohio Railroad, to New¬ 
port News. 3,564,015 

SUMMARY OF COST OF DOUBLE-TRACK RAILWAY FROM HOLCOMB’S ROCK TO NEWPORT 

NEWS. 

From Holcomb’s Rock to Richmond. $8,848,633 

From Broad street depot to James River station. 1, 000, 000 

From James River station (railroad) to Yorktown. 2,654,015 

From Yorktown to Newport News. 910,000 


Total cost from Holcomb’s Rock to Newport News. 13, 412,648 


Average per mile (213 miles). 62, 970 


FREIGHT-RAILWAY FROM NAVIGABLE WATER OF OHIO AND KANAWHA RIVERS THROUGH 
VIRGINIA AND WEST VIRGINIA, TO THE TIDE-WATER OF THE POTOMAC RIVER. 

REPORT OF MR. CHARLES P. MANNING. ASSISTANT ENGINEER. 

Baltimore, December 31, 1874. 

Sir: In obedience to the instructions of your letter of July 18, of the current year, 
I at once proceeded to an investigation of the question regarding the availability of 
the belt of country lying between the Baltimore aud Ohio and Chesapeake and Ohio 
Railroads for the construction of an intermediate “ freight-railway ” from the naviga¬ 
ble waters of the Ohio and Kanawha Rivers through the territories of West and Old 
Virginia to the tide-water of the Potomac River; aud now have the honor to present 
the following condensed report of the results of this investigation. 

Your letter informed me of the fafet that the field of investigation was large and the 
limit of both time aud pecuniary means for accomplishing all the objects in view com¬ 
paratively small; consequently my field-operations have been restricted to a simple 
personal reconnaissance of the district of country mentioned with the aid of two pro¬ 
fessional assistants and the use of the aneroid barometer. 

Your instructions called for special examination of the projected railways of the 
Washington and Ohio and Potomac and Ohio Railroad Companies; therefore, my first 
step was directed to the procurement of all information in relation to the subject of 
inquiry that was in possession of, and would be given to me by, the officers or these 
companies. 

My applications to the presidents of these corporations, Messrs. McKenzie aud Bangs, 
met with prompt and kindly attention, and I at once ascertained that the estimates of 
cost, and all other reported matter in relation to the extensiou of the Washington and 
Ohio Railroad, were based .upon actual surveys, while those of the projection and 
construction of the Potomac and Ohio Railroad were mainly founded upon a general, 





























230 


NAVIGATION OF THE MISSISSIPPI RIVER. 


and not special professional, knowledge of the natural features of the country to be 
dealt with. 

Such being the result of my primary examinations, I concluded to avail myself of 
the recorded facts of the surveys of the Washington and Ohio Railroad Company and 
expend my limited pecuniary means upon a thorough reconnaissance of the route in¬ 
dicated for the Potomac and Ohio Railroad. 

This reconnaissance was made during the months of August and September last, and 
proved so satisfactory that I confidently offer the accompa»ying\approximate estimates 
of the length and cost of constructing "the Potomac and Ohio Railroad, in comparison 
with those of the Washington and Ohio Railroad, which have been obtained from 
more exact and reliable information. 

Referring to the report of the Potomac and Ohio Railroad Company, addressed to 
the United States Senate committee, dated the 28th of January, 1874, it will be seeu 
that the chcsen point for a passage of the Blue Ridge Mountains was at Swift Run 
Gap, on the line separating the counties of Greene and Rockingham. 

At the request, however, of their president, Mr. Bangs, my reconnaissance was made 
by way of Thornton Gap, in that range of mountains. 

Commencing upon the Potomac River near the mouth of Quantico Creek, at a point 
recently known as Potomac, in Prince William County, the reconnoitered line passes 
through the southern part of that county and through portions of Stafford, Fauquier, 
Culpeper, and Rappahannock Counties, to the summit of the Blue Ridge ; thence into 
the valley of the Shenandoah River, through the counties of Page, Rockingham, and 
Augusta, to the base of Shenandoah Mountain, the front ridge of the great Alleghany 
range. 

Ascending the valley of North River to the summit of Shenandoah Mountain, the 
line passes through the southern part of Pendleton, and thence through the middle of 
Highland and Pocahontas Counties to the headwaters of the Gauley and Elk Rivers, 
upon the western slope of the Greenbrier or Cheat Mountain—better known iu this 
locality as Elk Mountain—whence it descends the valley of Elk River, through the 
counties of Webster and Braxton, to the border of Clay County, near the confluence 
of Birch and Elk Rivers. 

From the last-named point the direct line to the Ohio River leaves the valley of Elk 
River and crosses the dividing-ridge to the headwaters of the Uttle Kanawha River, 
and, following the valley of the latter, falls into the surveyed line of the Washington 
and Ohio Railroad at the mouth of Tripolet’s Run, in Calhoun County, whence the two 
roads have a common route through the counties of Roane, Wirt, Jackson, and Mason 
to Point Pleasant, on the Ohio River. 

From this direct line I have projected branches to intersect the Chesapeake and Ohio 
Railroad at both Gauley Bridge and Charleston, with the view to a connection with 
the navigation of the Ohio River at Huntington by way of the last-named road. 

Also, in order to cover the probable field of inquiry, I have projected a cross-line or 
branch from Buckhannon, on the Washington and Ohio Railroad, to the valley of Elk 
River, where the branch to Charleston diverges from the main line of the Potomac 
and Ohio Railroad near the confluence of the Elk and Birch Rivers, thus forming a 
continuous line from Alexandria to Charleston' by way of the Washington and Ohio 
Railroad. 

No doubt a practicable line might be traced for the Potomac and Ohio Railroad from 
the confluence of Elk and Birch to the Ohio River more nearly approaching the direct 
course indicated iu the report of Mr. Bangs; but it is very doubtful if the saving in 
measured distance by this route would compensate for the certain increase iu cost of 
construction and probable increase of roadway and working expenses due to the char¬ 
acter of such a line. 

From the confluence of Elk and Birch eastward, up the valley of the former, to the 
summit of Elk Mountain, I have assumed for the Potomac and Ohio Railroad ten 
miles less of distance to traverse than has been heretofore reported by competent en¬ 
gineers to be their computation from the results of personal reconnaissance and local 
information. 

From the summit of Elk Mountain to the Potomac River nothing has been added to 
the known traveled distances from point to point of the reconnoitered route, except 
where a gain of distance is absolutely requisite to a development of the line laterally 
upon the slopes of the mountain-ranges, in order to keep within the limits of practi¬ 
cable construction without exceeding those prescribed for grades and curves. 

In regard to my assumptions of lengths for the branches from the Potomac and Ohio 
Railroad to Gauley Bridge and Charleston, respectively, and from the Washington and 
Ohio Railroad to Charleston, each line has the benefit of the lowest reasonable esti¬ 
mate of increase upon its known air-line length; which estimate in neither case ex¬ 
ceeds 33 per cent, of the latter. 

Having been for some years past personally acquainted with the general physical 
features of the belt of country under discussion, and especially familiar with those of 
the region traversed by the Washington and Ohio Railroad from Alexandria to the 
valley of the South Branch River, I have not deemed it necessary to examine and crit- 






NAVIGATION OF THE MISSISSIPPI RIPER. 


231 


i cise in detail the land surveyed for the extension of that road to the Ohio River; but 
accepting as facts the data obtained froui the surveys, have coufined my criticisms to 
a revision of the estimates of cost obtained therefrom, aud upon the results of this re¬ 
view have framed new estimates. 

In disposing of the question of general availability for the construction of a great 
freight-railway between the Ohio and Potomac Rivers, I answer— 

First. That the belt of country referred to is certainly available by both routes here 
pointed out. 

Secondly. That through the great Alleghany Mountains there is no available route 
intermediate to these two. 

Thirdly. That, of the two designated routes, the one chosen for the Washington and 
Ohio Railroad is preferable in almost every particular of comparison. And, finally, that 
so far as the natural resources of the country bear upon the question of its availability 
for general railway purposes, the greater portion of this entire belt abounds in the 
very best of building-materials, fuel, and minerals of almost every kind. 

So much has been .already published regarding the peculiar features, productions, 
and resources of Virginia and West Virginia, with which you are especially familiar, 
that I refrain from encumbering this report with any unnecessary matter of detail. 

My estimates of cost contemplate the making of a road-bed 28 feet wide at subgrade 
in tbe open cuts and 26 feet in the tunnels aud upon embankments, with two main 
tracks, and additional side-tracks to the extent of one-fifth of the whole length of the 
road. 

All the tracks to be made of steel rails weighing 70 pounds per yard, and the best of 
other necessary materials, well laid iu full ballast. 

All the bridges to be built of either stone or iron, and all the tunnels lined with 
either stone or brick. 

The surveys for the extension of the Washington and Ohio Railroad having been 
guided, in a great measure, by the system of grades originally adopted for its construc¬ 
tion to the coal-fields of Hampshire County only, it was necessary for me, in availing 
myself of the results of these surveys, to apply the same system of grades to the recon- 
noitered line of the Potomac and Ohio Railroad, in order that the comparison of length 
and cost by each of the two routes might be made upon a common basis. 

The system referred to is simply the constant application of the maximum grades of 
52.8 feet per mile ascending eastward and 79.2 feet per mile ascending westward, 
wherever their use will tend toward the reduction of either the length or cost of road, 
or both together. And I think its application in the cases before us is as fair a test of 
the general availability of the country for the construction of either of the two roads 
as it is a test of their comparative merits. 

In adopting this system for the present occasion I do not assume that the limits of 
52.8 feet and 79.2 feet per mile are necessary to a proper development of this interme¬ 
diate railway scheme, but am of the opinion that they very rarely approach the true 
medium of gradients for the character of country to be dealt with aud traffic to be 
accommodated. 

In further explanation of the subjoined estimates, it is proper for nie to remark that 
they are based upon an assumed traffic of not less than three millions to four millions 
of tons annually; that is to say, two millions of tons eastward and one million of tons 
westward of through freight, together with possibly one million of tons, or the equiv 
alent thereof, of mixed local business distributed along the road between its terminal 
extremities. 

To maintain the roatl-bed and tracks in perpetuity under such a traffic, I estimate 
that the annual cost would not be less than $5,000 per mile of double-track road and 
sidings for the first two or three years of its use, and, with the best management, fully 
$3,000 per mile thereafter. 

To equip the road with depots, machine-shops, rolling-stock, &c., necessary to accom¬ 
modate the assumed amount of traffic, I estimate that no less a sum of money should 
be provided than $17,000,000, since the rolling-stock alone would probably cost fully 
$15,000,000. 

Referring you to the published report of the Potomac and Ohio Railroad Company, 
I would call attention to its erroneous assumption regarding the extreme elevations 
to be overcome, and the percentage of increase in length of constructed road over the 
air-line distance between terminal extremities, in comparison with the results of my 
reconnaissance. 

And I may properly ask attention, also, to its assumption that a railway of the char¬ 
acter and extent of the one proposed can be economically worked under a system of 
tolls similar to that of canal improvements. 

My own opinion regarding the latter question is adverse to this assumption, and 
decidedly in favor of a consolidated system of toll and transportation as the only prac¬ 
ticable as well as economical method of operation. • 

For convenient reference, I have condensed the details of my estimates of length, 
cost, &c., of these two projected railways in tabular form, together with estimates of 
the probable length and cost of projected branches, as follows : 


232 


NAVIGATION OF THE MISSISSIPPI RIVER. 


P 

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4, 244, 000 

2, 262, 000 

9, 099, 000 

8, 322, 000 

5, 987, 000 

32, 912, 000 

Main and 
side tracks. 

Cost. 

$ 1, 840, 000 
1,254,000 

1, 386, 000 
3, 333, 000 
2,310, 000 

2, 805, 000 

12, 928, 000 

Large bridges. 

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1, 460, 000 
756, 000 

4, 236, 000 
3, 612. 000 
1,412,000 

12, 484, 000 

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NAVIGATION OF THE MISSISSIPPI RIVER 


233 


A table of distances between certain localities upon the Ohio and Great Kanawha Rivers, and 
other localities upon the Potomac River , by air-lines , and projected and existing railway-lines 
through West and Old Virginia. 


• 

Between Huntington 
and Alexandria. 

Between Huntington 

and Quantico. 

Between Huntington 

and Mathias Point. 

Between Charleston 

and Alexandria. 

Between Charleston 

and Quantico. 

Between Charleston 

and Mathias Point. 

Between Point Pleas¬ 

ant and Alexandria. 

Between Point Pleas¬ 

ant and Quantico. 


Miles. 

Miles. 

Miles. 

Miles. 

Miles. 

Miles. 

Miles. 

Miles. 

Air-line. 

290 

276 

292 

247 

233 

249 

275 

261 

Kailway. 

412 

414 

416 

360 

362 

364 

360 

392 

Differences. 

122 

138 

124 

113 

129 

115 

85 

131 

Increase . 

42-100 

50.100 

43-100 

46-100 

55-100 

46-100 

31-100 

50-100 

Projected railway. 

52 

324 

27 

52 

324 

27 


392 

Surveyed railway. 

258 



258 

310 

Partly-constructed railway. 



45 



45 



Existing railway. 

102 

90 

344 

50 

38 

292 

50 


Summary. 

412 

414 

416 

360 

362 

364 

360 

392 


Note.—B y Chesapeake and Ohio and Orange and Alexandria Eailroads, 381 miles, or 54-100 increase 
npon air-line between Charleston and Alexandria. 


Grades. 


Washington and Ohio Kailroad—ascending grades. 

Potomac and Ohio Railroad—ascending grades. 

Westward. 

Miles. 

Kise in 
feet. 

Westward. 

Miles. 

Rise in 
feet. 

From Alexandria to Point Pleasant 

144.5 

7, 400 

From Quantico to Point Pleasant 

181 

7, 800 

Washington and Ohio Kailroad—ascending grades. 

Potomac and Ohio Kailroad—ascending grades. 

Eastward. 

Miles. 

Kise in 
feet. 

Eastward. 

Miles. 

Kisein 
feet. 

From Point Pleasant to Alexandria 

182 

6 , 900 

From Point Pleasant to Quantico 

187.5 

7, 300 


Note.— If the total ascents of each of these two lines of road were accumulated in two inclined planes 
representing the extreme limits of grade assumed, viz, 52.8 feet per mile ascending eastward and 79.2 
feet per mile ascending westward, to a common average apex of 7,000 feet for one and 7,500 for the other, 
the combined planes would consume in one case 222 miles, and in the other 237 miles, or fully six-tenths 
of the entire length of each road. 


To the foregoing tabular statements I have to add the following estimates of the 
probable cost of the projected branches of the Potomac and Ohio Railroad: 


From Greenbrier River to Gauley Bridge. $8,700,000 00 

From confluence of Elk River and Birch River to Charleston, of the 

Washington and Ohio Railroad. 3,640,000 00 

From Buckhannon to Charleston... 7,280,000 00 

• 

To further condense all these statements of length and cost, they may be briefly 
summed up as follows: 

From Point Pleasant, on the Ohio River— 

To Quantico via Potomac and Ohio Railroad, 392 miles. $32,912,000 00 

To Alexandria via Washington and Ohio Railroad, 360 miles. 29,046, 000 00 


Difference, 32 miles. 3,866,000 00 



































































234 


NAVIGATION OF THE MISSISSIPPI KIVER. 


From Charleston, on the Kanawha River— 

To Quantico via Potomac and Ohio Railroad, 377 miles. $30,775,000 00 

To Alexandria via Washington and Ohio Railroad, 360 miles. 28,205, 000 00 


Difference, 17 miles 


2,570,000 00 


From Gauley Bridge, on Kanawha River— 

To Quantico via Potomac and Ohio Railroad, 324 miles. $27,303,000 00 

In conclusion, I have only to remark that in studying this question I have been alone 
guided by professional views; also that I am indebted to the reports of Mr. Blythe, 
chief engineer of the Washington aud Ohio Railroad, and Mr. Campbell, chief engineer 
of the Charleston and State Line Railroad, for much valuable information, and to the 
personal services of Mr. Addison Marbury, civil engineer (who, as principal assistant 
of Mr. Blythe, made the surveys for the extension of the Washington and Ohio Rail¬ 
road to the Ohio River, in 1870) for still more important assistance in everything psr- 
taining to the subject of investigation. 

With great respect, I am, sir, your obedient servant, 

CHAS. P. MANNING, 

Civil Engineer. 


Col. Wm. P. Ckaigiiill, 

Engineer Corps , United States Army. 


CC II. 

SOUTHERN ROUTE—FROM THE MISSISSIPPI RIVER TO THE ATLANTIC 
OCEAN BY WAY OF THE TENNESSEE RIVER. 

REPORT OF MAJOR WALTER M’FARLAND, CORPS OF ENGINEERS. 

By act of Congress approved Jane 23, 1874, $200,000 were appro¬ 
priated for the purpose of making the surveys recommended by the 
Senate Select Committee on Transportation-Routes to the Seaboard 
during the session then closing. 

The survey of that particular route designated in the report of the 
committee as the southern route was assigned to me,and by letters from 
the Office of the Chief of Engineers, dated June 29, 1874, and July 15, 
1874, I was informed that $46,000 of the appropriation would be set 
aside for the survey of this route. 

The Senate select committee, in their discussion of the southern route, 
had suggested two things, viz: 

First. The improvement of the.Tennessee River from its mouth to Knoxville, so as to 
give 3 feet of navigation at lowest stage of water. 

Second. A communication by canal or freight-railway, from some convenient point 
on the Tennessee River, in Alabama or Tennessee, by the shortest and most practicable 
route to the Atlantic Ocean. 

To gain the information needed for carrying out the suggestions of 
the committee, it became necessary to undertake the following surveys, 
viz: 

1st. Of the Tennessee River from Knoxville to Paducah. This would 
include the Tennessee division, which had never been surveyed, of the 
proposed southern line of water communication between the Mississippi 
River and the Atlantic Ocean. (See Report of the Chief of Engineers 
for 1872, page 509.) 

2d. Of the Coosa River, from Rome, Ga., to Gadsden, Ala., and of 
the Ocmulgee and Altamaha Rivers, from Macon, Ga., to Darien, Ga., 
designated respectively as the Coosa and Altamaha divisions of the 
proposed line of water-communication between the Mississippi River 
and the Atlantic Ocean by way of the Tennessee River, neither of which 
had ever been surveyed. These, as well as the survey of the Tennessee 







NAVIGATION OF THE MISSISSIPPI RIVER. 235 

division mentioned in the preceding paragraph, were required, in order 
to complete the survey of this proposed water-line. 

3. Of a railroad-route from the Tennessee River to the Atlantic Ocean. 
The only conditions which the recommendation of the committee placed 
upon this survey were, 1st, that the route should start u from some con- 
venienn point on the Tennessee River in Alabama or Tennessee’ 7 ; and, 
2 d, u that it should proceed, by the shortest and most practicable route, 
to the Atlantic Ocean. 77 

As the report of the committee showed that it desired to compare the 
relative costs of a rail aud of a water route from the Tennessee River 
to the Atlantic Ocean, it was deemed advisable to take the initial point 
ot the canal-survey of 1872 as the initial point of the proposed railway- 
survey. This initial point was Guutersville, Ala., the most southerly point 
reached by the Tennessee River in its passage from the Alleghanies to 
the Mississippi, and the point at which a great through line of trans¬ 
portation from Saint Louis to the South Atlantic coast of the United 
States would naturally leave the Tennessee River, both in order to save 
distance and to avoid the obstructions found in the passage of the river 
through the mountains. From this point the line was to be run by the 
shortest and most practicable route to the sea-coast, at or near Savan¬ 
nah or Brunswick, Ga., the terminus to be fixed by the course which, 
under the given conditions, the nature of the country might compel the 
line to follow. 

Subsequently it was decided to survey a second route, beginning on 
the Tenuessee River at the mouth of the EQawassee, thence up the val¬ 
ley of that river and across the Blue Ridge, connecting at Anderson, 
S. 0., and Athens, Ga., with the railways already built from these 
points, to the Atlantic coast. 

Four parties were thus formed : 

1. For the survey of the Tennessee River. 

2 . For the survey of the Coosa, Ocmulgee, and Altaraaha Rivers. 

3. For the survey of the railway-route from Guntersville to the 
coast. 

4. For the survey of the railway-route up the Hiawassee Valley. 

The first, third, and fourth parties took the field in September, 1874, 

the second in October, 1874. 

The field-work of the first party was going on at the close of the 
fiscal year ending June 30, 1875. 

That of the second was completed in February, 1875, and the reports 
were in by April. 

That of the third and fourth parties was not completed until the 
month of June, 1875, and their reports are not yet in. 

The results were as follows: 

1.—SURVEY OF THE TENNESSEE RIVER FROM KNOXVILLE TO PADUCAH, 
TO GIVE THREE FEET NAVIGATION AT LOWEST WATER. 

The field-work of this survey was begun in the early part of Septem¬ 
ber, and was continued until the end of December, when the rise of the 
river made it necessary to stop operations, as satisfactory results could 
not be had while there was so great a depth of water over the obstruc¬ 
tions. 

The instructions to this party were that they should not attempt to 
make a continuous survey of the river, but, beginning at Knoxville, they 
should descend the river, sounding as they went, and wherever they found 
a place where the depth in the channel would be at the lowest known 


236 


NAVIGATION OF THE MISSISSIPPI RIVER. 


stage of water less than 3 feet, they should stop and make a survey of 
it sufficiently in detail to permit the preparation of estimates for gain¬ 
ing the desired depth. 

A continuous survey of the river from Knoxville to the Alabama 
State line had been made by the General Government in 1832, but the 
shoals and bars had altered so much in the intervening period that the 
maps were useless as a basis upon which to form plans and estimates for 
making the necessary improvements. 

During the interval from September to December, when operations 
ceased for the winter, surveys were made of— 

1. Knoxville Shoals , at Knoxville, sixty miles by river above Loudon. 

2. Lyon’s Shoals , seven miles below Knoxville. 

3 . Williams’s Shoal , nine miles below Knoxville. 

4. Little River Shoals , twelve miles below Knoxville. 

5. Rost-Oak Shoals. 

6 . Russell’s Shoals , twenty-seven miles below Knoxville. 

7. Concord Shoals (Rogers’s Island). 

8 . Cliota Island Shoals , thirty-eight miles below Knoxville. 

9. Coulter’s Island Shoals , thirty-nine miles below Knoxville. 

10. Sister Islayid Shoals , forty-two miles below Knoxville. 

11. Williams’s Bar. 

12. Bustle’s Bar , forty-five miles below Knoxville. 

13. Belle Canton Shoals , forty-six miles below Knoxville. 

14. Lenoir’s Shoals . 

15. Browder’s or Bonder’s Shoals , fifty miles below Knoxville. 

16. Rock-Quarry Bar. 

Besides these surveys, examinations were made of many intermediate 
gravel-bars, where small amounts of dredging may be required in order 
to put the channel in the best condition, but where the insignificance of 
the obstructions rendered it unnecessary to undertake a survey. 

In older to secure such information concerning the changes in the 
river as would be required in makiug up a perfect scheme for its im¬ 
provement, water-gauges were established at Knoxville, Loudon, Kings¬ 
ton, and Chattanooga. 

In March, 1875, a heavy flood, caused by excessive rains and the 
melting of the snow in the mountains, occurred in the Tennessee Valley. 
All the bottom-lands along the river were submerged, and at Chatta¬ 
nooga the water rose 51J feet above low-water, overflowing one half the 
city, and driving the inhabitants to the high grounds. The water ex¬ 
tended from the left bank of the river back to Missionary Ridge; the 
only part of the included area which remained above the surface being 
the two hills next the river, which lie within the city limits. The water 
rose to within 2J feet of the height attained by the flood of 1867, break¬ 
ing all the railroad and telegraph lines, and cutting the towu off from 
any but water communication with the rest of the world for a week. 

As there had never been any authentic data obtained concerning pre¬ 
vious floods in the Tennessee, I decided to take advantage of the op¬ 
portunity afforded by this one to gather all the information concerning 
it that I could, and accordingly I directed the party which had been en¬ 
gaged the preceding season in surveying the Tennessee, instead of re¬ 
suming their work at Loudon, where they had left off, to begin at the 
mouth of Chickamauga Creek, six miles above Chattanooga, and to 
carry the survey to Bridgeport, taking frequent cross-sections of the 
space which had been submerged; and at the same time 1 directed cross- 
sections of the river, at its highest stage, to be taken at Knoxville, 
Loudon, Kingston, and Chattanooga, Tenu.; Bridgeport, Guntersville, 


NAVIGATION OF THE MISSISSIPPI RIVER. 


237 


Decatur, and Florence, Ala.; Johnsonville, Tenn.; and Paducah, Ky. 
This was done after the waters had subsided, but while the marks left 
by it were still quite fresh, so that there was no difficulty in establish¬ 
ing the height to which it had risen at each point. 

When these examinations were closed, as it would have been too 
costly to tow the surveying-boats back to Loudon, the party was directed 
to continue their survey of the river from Bridgeport down as they had 
conducted it from Knoxville to Loudon, it being intended to fill the 
break in the survey from Loudon to Chickamauga Creek when sufficient 
additional funds should be obtained for the purpose. At the close of the 
fiscal year the funds were nearly exhausted, and at the end of July they 
were entirely expended; and the survey having nearly reached Gunters- 
ville, the party was disbanded, and the boats laid up at that place until 
further means for prosecuting the survey should be obtained. 

The importance of completing this survey of the Tennessee River can¬ 
not be overestimated, as it is absolutely essential to the formation of 
correct estimates of the cost of improving this river. 

All estimates for improvements heretofore made have been based upon 
the results of examinations made with such inadequate means that they 
deserve rather to be designated as reconnaissances than as examinations 
for improvements. 

The work of actual survey has now been carried over about one quar¬ 
ter of the river’s length, and to complete it in a satisfactory manner will 
require an appropriation of $30,000, which I earnestly recommend. 

2.— SURVEY OF THE COOSA, OCMULGEE, AND ALTAMAHA RIVERS. 

As heretofore stated, these were surveys of portions of the “ proposed 
line of water communication from the Mississippi River to the Atlantic 
Ocean by way of the Tennessee River,” which had never been surveyed, 
and the estimates for whose improvement had been made up from the 
known lengths of the parts of the rivers under consideration, and from 
the average cost per mile of the improvement of rivers of the same gen¬ 
eral character as these. (See report of the Chief of Engineers for 1872, 
page 509.) 

COOSA RIVER, FROM ROME, GA., TO THE MOUTH OF WILL’S CREEK, 
TWO MILES AND A HALF BELOW GADSDEN, ALA. 

This constitutes the Coosa division of the proposed water line, and in 
the report just referred to its length is given as one hundred and fifty- 
three and a half miles, the distance from Rome to Gadsden being usually 
regarded as one hundred and fifty-one miles. The usual authorities for 
these distances are the steamboatmen and others employed upon the 
river, who are in the habit of passing up and down it; but they are 
authorities that can seldom be relied upon, for we have found in our ex¬ 
aminations that these distances are almost always overestimated. For 
instance, steamboatmen on the Lower Tennessee to this day claim that 
the distance by river from Florence, Ala., to Paducah, Ky., is from two 
hundred and ninety to three hundred miles, when, by actual survey made 
by a Coast Survey party during the war, the distance was found to be 
only two hundred and fifty-five miles, a reduction of from one-sixth to 
one-eighth below the estimated distance. 

Measurements made from the ordinary maps, on the contrary, almost 
invariably give results much too small. It was found while making the 
canal survey through Georgia, in 1872, that the lengths of the streams, 


238 


NAVIGATION OF THE MISSISSIPPI RIVER. 


as determined by actual survey, were from 15 to 20 per cent, greater 
than their lengths as obtained by the closest measurements on the maps. 
The error of ordinary map measurement, of course, results from the 
disappearance of curves in reducing the scale of the map; the map 
measurement giving the length of chords instead of the lengths of the 
corresponding arcs. Thus iu a large State map, drawn six miles to the 
inch, a curve of 120° a mile long would not differ perceptibly from its 
chord, the versed sine being one twenty-fourth of an inch, while the 
actual loss of distance in plotting would be about one-sixth of a mile. 
The difference with smaller distances or lesser curves would disappear 
entirely. Mr. Frobel, who conducted the examination of the Coosa 
River from Rome to the mouth ot Will’s Creek, calls the distance one 
hundred and tweuty miles, determined by map measurement, thirty-three 
miles less than the distance given by tiie steamboatmen. As the error 
in either method of measurement is always of the same kind, the steam¬ 
boat measurement being always,too large, while the map measurement 
is always too small, it is fair perhaps to take an average of the two, 
which would make the distance from Rome to the mouth of Will’s Creek 
one hundred and thirty-seven miles. 

The party under Mr. Frobel took the field in October, and reached 
Gadsden on the 10th of December, having sounded out 51 shoals which 
required improvement iu order to secure 4 feet depth over them at low 
water, and having examined five bars which required no improvement. 
Mr. Frobel’s report and estimate are given below. In regard to his esti¬ 
mate, I am of the opinion that it is much too small. The rates which 
he gives, viz, $1 per cubic yard for the removal of gravel and loose 
rock, and $3 per cubic yard for the excavation of solid rock, would no 
doubt be sufficient if the work were concentrated so that the labor 
might be organized in the best manner; but by reference to the de¬ 
scription, it will be seen that the amount of work to be done at each of 
these 51 points, scattered over a distance of one hundred and thirty- 
seven miles, is very small, and I do not think it can be done for less 
than double the amount of his estimate, or— 

$150,000 00 


To which adding 20 per cent, for contingencies. 30,000 00 

Total. 180,000 00 


This is for a depth at low water of 4 feet. For a depth of 3 feet at 
the same stage, the cost would probably be not more than half this 
amount. 


REPORT OF MR. B. W. FROBEL, ASSISTANT ENGINEER. 

Macon, Ga., January 11, 1875. 

Major: I have the honor to lay before you the report of an examination and survey 
of that portion of the Coosa River between the city of Rome and the mouth of Great 
Will’s Creek, made in compliance with instructions received from you on the 18th of 
September last. 

On the 18th day of October we began the survey at the junction of the Etowah and 
Oostenaula Rivers, immediately below the city of Rome. General Eugene Le Hardy, 
a distinguished civil engineer, gives the elevation of low water mark at this point, 
above mean low tide in Mobile Bay, at 590.80 feet, and low water at the mouth of 
Will’s Creek at 528.30 feet; making the difference of level between the points indicated 
62.50 feet. This gives an average fall of .520 feet per mile. Deducting the fall at 
Horse Leg and other shoals, we have .390 feet per mile as the average fall of that por¬ 
tion of the river which is free from shoals. According to the land surveys made by the 
State of Georgia, and the United States land surveys in Alabama, the'distance from 
Rome to ihe mouth of Will’s Creek is about one hundred and twenty miles. Great 






NAVIGATION OF THE MISSISSIPPI RIVER. 


239 


care was taken during the progress of the survey to determine the correctness of the 
land-maps, so far, at least, as the location of the river is concerned, and with satis¬ 
factory results. 

The names of the different bars and shoals, together with the amount and estimated 
cost ox work necessary to give a channel 80 feet wide and 4 feet deep at extreme low- 
water, will be found in the inclosed statement. The general map which accompanies 
this gives the location of each obstruction accurately, while the detail-maps show the 
cross-section soundings, and the kind and extent of each obstacle, and the work re¬ 
quired tor its removal. This, with oue exception, consists in excavation, and the re¬ 
moval of loose rocks from the channel. The exception will be found at Horse Leg 
fehoal, one mile below Rome. The river-bed at this point is solid limestone rock, par¬ 
tially overlaid by a thin layer of gravel. Over this rocky bed there is a fall of 3.68 
feet m a distance of 3,000 feet, aud upon the upper and lower reefs a depth of 22 inches 
at “dead low-water.” This depth is somewhat increased by wing-dams, but these in- 
crease the velocity also, and make it impossible for steamboats to ascend without the 
aid of warps. For some three months in the year this shoal seriously interferes with 
the free navigation of the river. At other times it has an average depth of water 
varying from 4 to 6 feet, and all difficulty in passing it disappears. Between the upper 
and lower reefs the channel is divided by a small island; the lesser channel, on the 
left, being about 100 feet wide. In this passage, at low-water, 3 feet may be found. 
Some years ago an effort was made to improve this channel by building a dam across 
the main channel at the head of the island, but this resulted in obstructing with drift 
the outlet at the lower end of the island, and had to be abandoned. The dam was re¬ 
moved and one built across the lesser channel. By removing this and putting a dam 
across the chute at the lower end of the island, with a lock of 3 feet lift, from 5 to 6 
feet of water may be had at all seasons through this pass-way. This would relieve 
the difficulty at low-water without obstructing the main channel at other times. 
With the exceptions given in the statement, the river is free from obstruction be¬ 
tween Rome and Will’s Creek, and has a depth at low-water varying from 7 to 28 feet. 
Its regimen is fixed with banks not subject to wash or slide, and the pilots tell me 
there has been no perceptible change in its bed for the past twenty years. The 
extreme difference between high and low water at Rome is 29 feet, and at Gadsden 28 
feet; but these extremes are not reached oftener than once- a year, and sometimes 
several years intervene. 

Forming an important link in the proposed water communication between the West 
and the Atlantic seaboard, through the Cotton States, this river is of infinite value to 
the inland navigafion of the country. But apart from this, its local trade is sufficient 
to commend it to the favorable consideration of the government. The census of 1870 
gives the following values, in the counties watered by the Coosa River and its navi¬ 
gable tributaries: 


Population. 591, 670 

Acres improved land. 2, 609, 494 

Acres unimproved land. 6,285,494 

Annual value of farm-products. $44, 330,125 

Bales of cotton... 230,477 


Add to this the vast beds of iron and coal, which are now valueless because they 
have no outlet to a market, and we have the strongest possible argument in favor of 
the work. For twenty-five years this portion of the Coosa has been navigable by 
steamers of two or three hundred tons burden. During this period there has been no 
accident, and, although these boats could descend the river no farther than Greens- 
port, yet I am informed by many persons living in this section that their lands have 
more than doubled in value since these steamers were put on the river. The iron of 
this region is superior, not only for mechanical purposes, but for all kinds of ordnance, 
and the only thing in the way of a successful development of that interest is the want 
of transportation. Give this iron and coal an outlet, and they alone would repay 
a hundred-fold the cost of opening the Coosa. 

I am greatly indebted to my assistants, Messrs. W. B. Gwynn and H. M. Smith, 
for valuable services rendered by them during the survey. 

I am, major, very respectfully, your obedient servant, 

B. W. FROBEL, 

Civil Engineer. 

Maj. Walter McFarland, 

Corps of Engineers , TJ. S. A. 







240 NAVIGATION OF THE MISSISSIPPI RIVER. 

ESTIMATE FOR THE IMPROVEMENT OF THE COOSA RIVER FROM ROME, GA., TO THE 
MOUTH OF GREAT WILLS CREEK, ALA., ONE HUNDRED AND TWENTY MILES, TO GIVE 
A CHANNEL 80 FEET WIDE AND A DEPTH OF 4 FEET WATER AT EXTREME lOW 
STAGE. 

The clam to be crib-work, with timbers 14 inches in diameter, filled with heavy rock, 
and doubly planked with 2-inch plank. The headings and tailings of the lock of 
masonry laid in cement, and the lock-chambers or crib-work, of the same construction 
as the dam. Lock to be 200 feet between miter-sills, and 32 feet wide. 

1. One-eighth of a mile below Rome is Mills’s Bar; river, 330feet wide; bar, 

300 feet long; gravel. 

206 cubic yards gravel excavation, at $1 . $206 

Water from city to bar from 7 to 10 feet. 

2. Seven-eighths of a mile below Mills’s Bar is Horse Leg Shoal; river, 394 
feet wide at head of shoal, and 375 feet at foot; shoal, 3,000 feet long, solid 
rock, overlaid partially with gravel. 

Gravel-excavation, 3,354 cubic yards, at $1. 3,354 

Loose-rock excavation, 213 cubic yards, at $1.. 213 

70-foot dam, at $12 per linear foot.... 840 

Lock, 3-foot lift. 7,000 

Water from Mills’s Bar to Horse Leg, 7 to 10 feet. 

3. One mile and a half below Horse Leg is Shorter’s Island; river, 200 feet 
wide; bar, 723 feet long. 

Gravel-excavation, 1,332 cubic yards, at $1. . . 1,332 

Water from Horse Leg to Shorter’s Island, 7 to 10 feet. 

4. One-half mile below Shorter’s Island is Loose Rock Bar. 

This consists of loose rock in mid-channel. 

Excavation, 25 cubic yards, at$l. 25 

5. One mile and a fourth below Loose Rock Bar is Bluff Road Bar ; river, 

320 feet wide ; bar, 300 feet long; gravel. 

Gravel-excavation, 889 cubic yards, at $1.,. 889 

Water from Loose Rock Bar to Bluff Road from 5 to 17 feet. 

6 . One mile and a fourth below Bluff Road Bar is Mayo’s Bar; river, 300 
feet wide ; bar, 300 feet long ; gravel. 

Gravel-excavation, 623 cubic yards, at $1. 623 

7. One mile and three-fourths below Mayo’s Bar is Rixey’s Bar; river, 200 
feet wide ; bar, 154 feet long ; gravel. 

Gravel-excavation, 339 cubic yards, at $1. 339 

Water from Mayo’s Bar to Rixey’s, 5 to 8 feet. 

8 . One mile and a half below Rixey’s is Price’s Upper Bar; river, 300 feet 
wide ; bar, 100 feet long ; gravel. 

Gravel-excavation, 184 cubic yards, at $1 . 184 

9. One-half mile below Price’s Upper Bar is Price’s Lower Bar; river, 300 
feet wide ; bar, 100 feet long ; gravel. 

Gravel-excavation, 179 cubic yards, at$l . 179 

Water between upper and lower bars, 6 to 8 feet. 

10 . One mile and a fourth below Price’s Lower Bar is Gould’s Bar; river, 300 
feet wide; bar, 100 feet long; gravel. 

Gravel-excavation, 164 cubic yards, at $1 . 104 

Water between Price’s Lower and Gould’s Bar is 7 to 10 feet. 

11. Two miles and a fourth below Gould’s Bar is Palestine Bar; river, 290 
feet wide; bar, 100 feet long ; gravel. 

Gravel-excavation, 178 cubic yards, at $1 . 17 g 

Water between Gould’s and Palestine, 7 to 10 feet. 

12. One mile and a halt below Palestine Bar is Beech Creek Bar; river 320 

feet wide; bar, 230 feet long ; gravel. • 

Gravel-excavation, 330 cubic yards, at $1 . 330 

















NAVIGATION CF THE MISSISSIPPI RIVER. 241 

Water between Palestine and Beech Creek,? to 10 feet. 

13. Two miles and three-fourths below Beech Creek is Quinn’s Island Bar; 
river, 170 feet wide ; bar, 300 feet long; gravel. 

Gravel-excavation, 328 cubic yards, at Si. $328 

Water between Beech Creek and Quinn’s Island is 7 to 13 feet. 

14. Three-fourths of a mile below Quinn’s Island is Cathey’s Bar; river,290 
feet wide ; bar, 200 feet long ; gravel. 

Gravel-excavation, 178 cubic yards, at $1. 178 

Water between Quinn’s Island and Cathey’s, 5 to 7 feet. 

15. Four miles and one-eighth below Cathey’s is Dean’s Upper Bar; river, 

310 feet wide ; bar,215 feet long; gravel. 

Gravel-excavation, 340 cubic yards, at $1... 340 

Water between Cathey’s and Dean’s, 5 to 12 feet. 

16. One-half mile below Dean’s Upper Bar is Dean’s Lower Bar; river, 310 
feet wide; bar, 220 feet long ; gravel. 

Gravel-excavation, 401 cubic yards, at $1. 401 

Water between upper and lower bars, 5 to 7 feet. 

17. Three miles and five-eighths below Dean’s Low*r Bar is Foster’s Upper 
Island Bar ; river, 230 feet wide ; bar, 250 feet long ; gravel. 

Gravel excavation, 956 cubic yards, at $1. 956 

Water between Dean’s and Foster’s Island is 6 to 15 feet. 

18. Two hundred yards below Foster’s Upper Island is Foster’s Lower Island ; 
river, 200 feet wide; bar, 800 feet long ; gravel. 

Gravel-excavation, 2,891 cubic yards, at $1. 2,891 

Water between these islands, from 4 to 7 feet. 

19. One mile and a half below Foster’s Lower Island is Copperas Bluff Shoal; 
river, 250 feet wide; bar, 4,200 feet long; gravel, shaly, slate, and calcareous 
spar. 

Gravel-excavation, 292 cubic yards, at $1. 292 

Slate and spar excavation, 4,467 cubic yards, at $2. 8, 934 

Water Between Foster’s Island and Copperas Bluff, 5 to 9 feet. 

20. Five miles and a half below Copperas Bluff is Kirkpatrick’s Bar ; river, 

300 feet wide ; bar, 100 feet long; gravel. 

Gravel-excavation, 384 cubic yards, at $1.1.. 384 

Water between Copperas Bluff and Kirkpatrck’s is from 6 to 18 feet. 

21. Three miles and a quarter below Kirkpatrick’s Bar is Ucper Mill Shoal; 
river, 320 feet wide ; shoal, 3,200.feet long ; gravel, slate, and calcareous spar. 

Gravel-excavation, 731 cubic yards, at $1 . 731 

Slate and spar excavation, 1,736 cubic yards, at $2. 3, 472 

Water between Kirkpatrick’s and Upper Mill Shoals, from 7 to 12 feet. 

22. One-fourth of a mile below Upper Mill Shoal is Lower Mill Shoals ; river, 

300 feet wide ; shoal, 2,100 feet long; sand and gravel. 

Sand and gravel excavation, 7,893 cubic yards, at $1.. 7, 893 

Water between Upper and Lower Mill Shoals, from 5 to 8 feet. 

23. Three-fourths of a mile below Lower Mill Shoal is McClellan’s Island 
Bar ; river, 180 feet wide between island and right bank ; bar,825 feet long; 
gravel. 

Gravel-excavation, 104 cubic yards, at $1... 104 

Water between Mill Shoals and McClellan’s Island, 5 to 12 feet. 

24. One-half mile below McClellan’s Bar is McCoy’s Bar; river, 280 feet 
wide; bar, 600 feet long; gravel. 

Gravel-excavation, 859 cubic yards, at $1. 859 

Water between McClellan’s Island Bar and McCoy’s Bar, 5 to 8 feet. 

25. Two miles and a quarter below McCoy’s Bar is Cothran’s Ferry Bar; 
river, 300 feet wide ; bar, 400 feet long ; gravel.. 

Gravel-excavation, 296 cubic yards, at $1 ... 296 

H. Ex. 49-1G 


















242 NAVIGATION OF THE MISSISSIPPI RIVER. 

Water between McCoy’s and Cothran’s Bars, 7 to 12 feet. 

26. Three-fourths of a mile below Cothran’s Ferry Bar is Middle Bank Bar; 
river, 320 feet wide ; bar, 400 feet long ; gravel. 

Gravel-excavation, 476 cubic yards, at $1. $476 

Water between Cothran’s Ferry Bar and Middle Bank Bar, 6 to 12 feet. 

27. Four miles and a half below Middle Bank Bar is Chicken Shoals; river, 

260 feet wide ; bar, 5,700 feet long ; gravel, shale, and spar. 

Gravel-excavation, 1,872 cubic yards, at $i. 1,872 

Slate and spar excavation, 4,394 cubic yards, at $2. 8,788 

Water between Middle Bank and Chicken Shoals from 5 to 14 feet. 

28. One mile and a quarter below Chicken Shoals is Webb’s Bar ; river, 300 
feet wide; bar, 300 feet long ; gravel. 

Gravel-excavation, 642 cubic yards, at $1. 642 

Water between Chicken Shoals and Webb’s Bar, 6 to 12 feet. 

29. One mile and a quarter below Webb’s Bar is Angle’s Bar; river, 290 feet 
wide ; bar, 300 feet long; gravel. 

Gravel-excavation, 135 cubic yards, at $1. ; 135 

Water between Webb’s Bar and Angle’s Bar is 8 to 12 feet. 

30. One-half mile below Angle’s Bar is Wester’s Bar; river, 260 feet wide; 
bar, 1,900 feet long ; gravel. 

Gravel-excavation, 793 cubic yards, at $1. 793 

Water between Angle’s and Wester’s, 5 to 8 feet. 

31. Eight miles and a half below Wester’s Bar is Yellow Creek Bar; river, 

300 feet wide; bar, 200 feet long ; gravel. 

Gravel-excavation, 196 cubic yards, at $1. 196 

Water between Wester’s and Yellow Creek, 6 to 14 feet. 

32. One mile and a half below Yellow Creek Bar is Mackey’s Bar; river, 310 
feet wide; bar, 200 feet long ; gravel. 

Gravel-excavation, 77 cubic yards, at $1..,. 77 

Water between Yellow Creek Bar and Mackey's Bar, from 7 to 14 feet. 

33. One mile and one-fourth below’ Mackey’s Bar is Fish-Trap Shoal; river, • 

340 feet wide ; bar, 800 feet long; gravel. 

Gravel-excavation, 1,259 cubic yards, at $1. 1, 259 

Water between Mackey’s and Fish-Trap, 8 to 14 feet. 

34. Two miles and three fourths below Fish-Trap Shoal is Chrisley’s Island 
Bar ; river, 200 feet wide; bar, 100 feet long ; gravel. 

Gravel-excavation, 70 cubic yards, at $1. 70 

Water between Fish-Trap Shoal and Chrisley’s Island, 6 to 14 feet. 

35. Two miles and three-fourths below Chrisley’s Island Bar is Upper Center 
Island Bar; river, 300 feet wide; bar, 1,100 feet long; gravel. 

Gravel-excavation, 631 cubic yards, at $1. 631 

Water between Chrisley’s and Upper Center Island, 5 to 18 feet. 

36. One-fourth of a mile below Upper Center Island Baris bar; river, 350 
feet wide ; bar, 300 feet long. 

Gravel-excavation, 106 cubic yards, at$l. 106 

Water between Upper Center Island Bar and this bar, from 5 to 7 feet. 

37. One mile and a half below preceding bar is Lower Center Island Shoal; 
river, 280 feet wide ; bar, 4,800 feet long ; gravel, slate, and spar. 

Gravel-excavation, 616 cubic yards, atfil. 616 

Slate and spar excavation, 1,139 cubic yards, at $2. 2, 278 

Water between preceding bar and Lower Center Shoal, 6 to 12 feet. 

38. Three miles and a half below Lower Center Shoal is Collier’s Bar; 
river, 350 feet wide ; bar, 400 feet long ; gravel. 

Gravel-excavation, 887 cubic yards, at $1... 887 

















NAVIGATION OF THE MISSISSIPPI RIVER. 


243 


Water between Lower Onter and Collier's, 5 to 10 feet. 

39. One mile and a half below Collier's Bar is Wood's Rock Bar; river, 240 
feet wide; bar, 300 feet long; slate and spar. 

Slate and spar excavation, 41 cubic yards, at $2. $82 

Water between Collier's and Wood's, 6 to 18 feet. 

40. Four miles aud three-fourths below Wood's Rock Bar is Davis’s Bar; 
river, 400 feet wide ; bar, 300 feet long ; gravel. 

Gravel-excavation, 680 cubic yards, at $1. 680 

Water between Wood’s Rock Bar and Davis’s Bar, 7 to 20 feet. 

41. One mile and three-fourths below Davis’s Bar is Auberry’s Bar; river 320 
feet wide ; bar, 100 feet long ; gravel. 

Gravel excavation, 205 cubic yards, at $1. 205 

Water between Davis's and Auberry's, 5 to 14 feet. 

42. Four miles and a half below Auberry's Bar is Ball Play Bar; river 390 
feet wide ; bar, 400 feet long; gravel. 

Gravel-excavation, 2,049 cubic yards, at $1. 2,049 

Water between Auberry’s and Ball Play is 4 to 15 feet. 

43. Four miles aud a half below Ball Play is Croft’s Upper Island Bar; river, 

280 feet wide ; bar, 200 feet long ; gravel aud rock. 

Gravel-excavation, 412 cubic yards, at $1... 412 

Rock-excavation, 412 cubic yards, at $3. 1,236 

Water between Ball Play aud Croft’s Upper Island, 5 to 14 feet. 

44. One fourth of a mile below Croft’s Upper Island Baris Croft's Lower 
Island Bar; river, 300 feet wide ; bar, 1,200 feet long; gravel. 

Gravel-excavation, 2,665 cubic yards, at $1. 2,665 

Water between Upper and Lower Islands, 4 to 5 feet. 

45. Three miles aud a quarter below Croft's Lower Island Bar is “Thin 
Water," above Wagnan's wood-yard ; river, 325 feet wide ; “ Thin Water " one- 
third of a mile long. 

Gravel-excavation, 500 cubic yards, at $1. 500 

Water between Croft’s Lower Island and Wagnan's, 5 to 14 feet. 

46. Seven miles aud a half below Wagnan’s wood-yard is Tinsley's Island 
Bar ; river, 170 feet wide; bar, 400 feet long; gravel. 

Gravel-excava'ion, 563 cubic yards, at $1. 563 

Water between Wagnan's and Tinsley's Islaud, 5 to 15 feet. 

47. One-half mile below Tinsley's Island is Turkey Town Island Bar ; river, 

390 feet wide ; bar, 500 feet long ; rock. 

Rock-excavation, 612 cubic yards, at $3. 1, 836 

Water between Tinsley’s aud Turkey Town, 5 to 14 feet. 

48. Two miles and three-quarters below Turkey Town Bar is Berry’s Ferry 
Bar; river, 400 feet wide; bar, 400 feet long ; gravel. 

Gravel-excavation, 201 cubic yards, at $1.. 201 

Water between Turkey Town and B-rry's Ferry Bars, 5 to 18 feet. 

49. Two miles and three-fourths below Berry's Ferry Bar is a bar three- 
quarters of a mile above Hoke’s Bluff; river, 380 feet wide ; bar, 400 feet long; 
gravel. 

Gravel-excavation, 106 cubic yards, at $1.-. 106 

Water between Berry's Ferry and this bar, 5 to 18 feet. 

50. Three miles aud three-quarters beLow preceding bar is Wesson's Island 
Bar; river, 370 feet wide ; bar, 300 feet long; gravel. 

Gravel-excavation, 295 cubic yards, at $1. 295 

Water from preceding bar, 5 to 25 feet. 

51. Two miles and three-quarters below Wesson's Island is Cave Creek Bar; 
river, 360 feet wide ; bar, 300 feet long ; gravel. 

Gravel-excavation, 33 cubic yards, at $1. 33 
















244 


NAVIGATION OF THE MISSISSIPPI RIVER. 


Water between Wesson’s Island and Cave Creek, 5 to 18 feet. 


Removing snags and overhanging trees.. $640 

Total. 74,254 

Add 10 per cent, for contingencies. 7,425 


81, 679 

The following bars were surveyed, but no work found necessary, viz : Duncan’s, 
Ware’s, McArrer’s, Yancey’s, and Will’s Creek. 

B. W. FROBEL, 

Civil Engineer. 


OCMULGEE AND ALTAMAHA RIVERS, FROM MACON, GA., TO DARIEN 
AND THENCE BY THE INSIDE PASSAGES TO SAVANNAH AND BRUNS¬ 
WICK. 

This is the Altamaha division of the proposed line of water communi¬ 
cation between the Mississippi River and the Atlantic Ocean, by way of 
the Tennessee River; and its length, following the river from Macon to 
Darien, is given as five hundred miles in the report upon this route con¬ 
tained in the Annual Report of the Chief of Engineers for 1872, page 
509. As there stated, this is the distance usually accepted by steam- 
boatmen and others engaged in the navigation of these rivers. 

In conducting the examination of these rivers, the assistant, Mr. Fro- 
bel, attempted to determine this distance from the rate of speed of his 
boats, floating with the current, and from the length of their passage. 
Their rate, determined by means of base-lines on shore, he fixed at 162 
feet per minute, while the actual time they were under way was 134 
hours and 40 minutes, which would make the distauce about two hun¬ 
dred and forty-eight miles, less than half that claimed by the river-men. 
But the sources of error in this method of measurement are too apparent 
to admit of its acceptance. It is impossible that the current of the 
river should maintain the same rate over its whole length, and at all 
hours ; and an increase of from 40 to 80 feet per minute, which could not 
be observed, would make the distance from one-quarter to one-half 
longer than that given. 

The railroad from Macon to Brunswick, which is a very straight and 
direct one, is one hundred and eighty-six miles long ; and the river from 
Macon to Brunswick, which is very crooked, cannot be less than double 
this length, and is probably more. No reliance whatever cau be placed 
upon this method of determining distance, unless the rate of progress 
for every hour of the passage is accurately known. As shown in speak-, 
ing of the Coosa, the map measurements are invariably too little, while 
the steamboat measurements are much too large. 

I do not doubt that five hundred miles is an overestimate of this dis¬ 
tance, but I have as little doubt that the distauce is somewhere about 
four hundred miles. 

The examination of these rivers was begun at Macon about the 1st of 
January, 1875, and ended at Savannah on the 20th of February. In 
this interval surveys were made of 34 shoals and bars which require 
improvement. The following are extracts from Mr. FrobePs letters and 
reports upon the subject: 

EXTRACTS. 

* * * * * * # 

In examining obstacles of a serious nature I used the same plan adopted for the 
Coosa. First; an accurate instrumental outline of the shore was taken. A rope, marked 






NAVIGATION OF THE MISSISSIPPI RIVER. 


245 


at intervals of 20 feet, was then stretched across the stream at each station, and sound- 
ings taken along it. this rope served to keep the sounding-boat in position, and en- 
abied us to determine accurately n >t only the location of each sounding but the depth 
and character ot the bottom as well. Thus, in the diagram, the shaded line represents 
the surface of the water, with the rope stretched above it. By this means an accurate 



cross-section can be had of the bottom, however uneven, and the estimates made as 
close and with the same certainty as upon a measurement ou dry land. 

Ike whole river, from Macon to Darien, was sounded out. These soundings were 
taken at short intervals in the “reaches” or straight portions of the stream, and in 
every bend. Where the channel is tortuous they do not give the best water, as it was 
necessary to keep the boats on the “ point ” or shallow side, to avoid eddies. * * * 

Where doubt existed as to the width or depth of the channel, soundings were taken 
as follows: 6 



A, in diagram, represents the two larger boats lashed together side by side; a a, the 
smaller boats. At 1, 2, 3, and 4, rodmen were stationed, the boats were kept in line, 
and about 30 feet apart, and soundings taken together at intervals of 30 seconds. 
In this way a cross-section, as at B, could be had at intervals of 81 feet, and with souud- 
ings 30 feet apart, and where the bottom was of sand or mud, and tolerably uniform, 
with very great accuracy. 

* *■“#*# * 

The point adopted as low water is extreme low water —the lowest point known to any 
pilot on the river. This extreme low point is only reached at intervals of several years, 
and then lasts but a short time. The usual gauge of the river, even in the dry season, 
is from 18 inches to 2 feet above it. This dry season begins in August, and usually ends 
in October. 

Macon is 273 feet above mean low tide on the Atlantic coast. The river, from here 
to the sea, flows through a flat country, and for much of the way through swamps, 
varying in width from one-half to three miles. The banks are low and heavily tim¬ 
bered ; the soil, being alluvial, washes readily, often undermining the trees which grow 
near the water’s edge. 

**#*#*# 


Between Hawkinsville and Macon the most formidable obstructions to navigation 
are the two bridges belonging to the Macon and Brunswick Railroad. The first of these 
bridges is nine miles below Macon, and its lower chord is only 14 feet above extreme 
low water. At the time we passed it was scarcely 9 feet above the surface of the river. 
This bridge effectually closes the river to steamboat navigation, and even to loaded 
flat-boats. The second bridge is at Hawkinsville. Its lower chord is 29 feet above 
extreme low water, and although not such an effectual barrier as the one near Macon, 
is still a formidable obstacle. Before the construction of these bridges boats ascended 
the river to Macon, and this has been the case in recent years. 

From the mouth of the Altamaha there is an unobstructed inland navigation to Bruns¬ 
wick, with water sufficiently deep to accommodate vessels much larger than any that 
will be used upon the proposed canal. One route is down the south channel of the 
Altamaha to Altamaha Sound, and thence through Butter-Milk Sound and Frederica 
River into Saint Simon’s Sound’ which is Brunswick Harbor. The other route is 
through Darien River, which is the north channel of the Altamaha, to Three-mile Cut, 










246 


NAVIGATION OF THE MISSISSIPPI RIVER. 


aud through that into Altamaha Sound, and thence through Butter-Milk Sound and 
Frederica River to Brunswick. By the former route, the distance from the month of 
the Altamaha to Brunswick is twenty miles; by the latter, the distance from Darien is 
thirty miles. These routes are distinctly marked upon the accompanying map, as is 
also the inland passage to Savannah. This passage is down Darien River to Doboy 
Sound, across the sound and through New-Tea-Kettle Creek and Mud River into Sapelo 
Sound; from Sapelo Sound into South Newport River, through South Newport River 
and Johnston’s Creek into North Newport River ; thence by Walburg Creek into Saint 
Catharine’s Sound; across the sound and up Bear River to Florida Passage, through 
this into the Ogeechee River, down this river and through Hell-gate into Adam’s Creek ; 
through this creek and Rommilly Marsh into Wilmington River, and up this river to 

the Savannah River, two miles below the city. 

# * * # * * * 

The bar at Savannah has on it at mean low water 19 feet, and at mean high water 26 
feet. In Tybee Roads there is good anchorage at low water in 31 feet. The city 
is situated on the right bank of the river, about twenty miles from the bar. Vessels 
carrying 5,000 bales of cotton load at the wharves, and go to sea without difficulty. In 
1873, the total arrivals and clearances at this port, foreign and coastwise, amounted 
to 1,130,304 tons. During the same year the imports amounted to $890,664, while 
the exports reached $29,850,275; and the total shipments, foreign aud coastwise, 
$52,664,053.75. Between July 1, 1865, and July 1,1873 (eight years), there was shipped 
from Savannah cotton alone whose value was $206,355,134. During the same period 
the imports amounted in value to $5,866,211, and the duties paid upon the same to 
$2,251,049. 

Apart from the consideration of this river as a portion of the great proposed route 
between the East and the Mississippi Valley, when we consider the importance of its 
present trade, and the fact that the opening of it would directly aftect (beneficially) 
thirty-six counties, and indirectly many more, we have the strongest argument possible 
in favor of the work. In these thirty-six counties there is a population of 323,626 souls. 
One million five hundred and fifty-eight thousand seven hundred and seven acres of laud 
are cultivated, while 5,710,116 acres are lying waste. They produce annually 92,948 
bales of cotton, while the aggregate of farm-products is $21,229,459. About 80,000,000 
feet of lumber aud timber also find their way to the sea through this river. The 
report of the Bureau of Commerce gives the entire export of sawed and hewed timber 
from the United States at $2,107,676. Of this amonnt, Georgia alone furnished 
$583,295, or something more than one-fourth of the entire export of the country. 

A description of the obstructions to be met with in passiug from 
Macon to Darien, with the estimated cost of removing them, so as to 
give 4 feet depth of water in the channel over them at the lowest stage 
of water, is appended hereto. 

In regard to this estimate, I have the same remark to make that was 
made in relation to the Coosa estimate, viz: that although the prices 
assumed, viz, 60 cents per cubic yard for removing sand, $3 per cubic 
yard for excavating solid rock, aud $10 apiece for removing snags, 
might be sufficient were the work to be done favorably situated for the 
purpose, yet, as this is not the case, the obstructions being scattered 
over a distance of perhaps four hundred miles, while but comparatively 
small amounts of work are to be done at each, I think that the cost of 
the improvement will be not less than double that given in the estimate, 


Or about. $135, 000 

Adding 20 per cent, for contingencies. 27, 000 

Total. 162,000 


SHOALS, SAND-BARS, AND OTHER OBSTRUCTIONS IN THE OCMULGEE AND ALTAMAHA 
RIVERS, WITH ESTIMATE OF COST AND AMOUNT OF WORK NECESSARY TO IMPROVE 
OR REMOVE THEM, SO AS TO GIVE A CHANNEL 80 FEET WIDE AND 4 FEET DEEP, 
AT EXTREME LOW WATER, BETWEEN THE CITY OF MACON AND DARIEN, GA. 

1. Upper Town Shoal .—This is a small bar opposite the city of Macon and between 
the cemetery and county bridge. Its least depth of water is 4 feet, aud needs no 
work. 

2. Lower Town Shoal .—A sand-bar beginning just below the Central Railroad bridge 
and extending down the river to the Macon aud Augusta Railroad crossing a distance 







NAVIGATION OF THE MISSISSIPPI RIVER. 247 


of 4,300 feet. This bar is caused in great part by sunken logs and trees. In its shal¬ 
lowest part, at extreme low-water, it lias 22 inches. To give a channel 80 feet wide 
and 4 feet deep requires the removal of 16,171 cubic yards of saud. 

3. Gravelly bar.-— Ikis is a sand-bar about one mile below the Macon and Au¬ 
gusta Railroad bridge. It has sufficient water for boats drawing 3 feet, but the chan¬ 
nel is narrow. To make it 80 feet wide requires the removal of 850 cubic yards of 

4. boggy bight. —There is 4 feet of water here. The only trouble is from logs which 
have lodged in the channel, compelling boats to keep the “ shoal” or u point” side of 
the river. The logs are lodged in the best water. 

5. Public Turnip-patch. —This has a depth of 4 feet, but, like Loggy Bight, is ob¬ 
structed by fallen trees. 

6. C rocket'a Bar is about one mile below Gravelly Bar. The bottom is sand, with 4.80 
feet at low-water. It needs no work. 

7. Evergreen Bar is the next bar below Crocket’s. It is a sand-bank, and requires 
100 cubic yards of excavation to give the necessary width of channel. 

8. Lindsey's Bend. —This bar has 4.20 feet at low-water, and needs no work. 

9. Green’s Point. —Soundings here indicate 9.20 feet at extreme low-water. No work 
needed. 

10. Quick Point has 8.50 feet at dead low-water. No w< rk is necessary here. 

11. Beasley’s Shoal is a rock reef extending partially across the river. Soundings 
indicate 5 feet at low-water, with more than 100 feet of channel. 

12. Taylor’s Shoal. —This is a sand-bar, and requires 1,917 cubic yards of excavation 
to give a channel 80 feet wide and 4 feet deep. 

13. Middle Shoal, about one mile below Taylor’s Shoal, is a sand-bar, and requires 
1,049 cubic yards of excavation to give the necessary channel. 

14. Tan-yard Shoal is about half a mile above Hawkiusville, and is of rock ; 2 533 
cubic yards of rock-excavatiou is needed to give a channel 80 feet wide and 4 feet 
deep. 

15. Hawkinsville Shoal begins just below the railroad-bridge, and ends near the Hawk- 
insville Ferry. It is a rock-bar, and requires 373 cubic yards of excavation. 

This includes all the shoals and obstructions between Macon and Hawkinsville ex¬ 
cept snags and logs and overhangipg trees, and makes the following aggregate of cost 
on this portion of the river : 


Sand-excavation, 20,087 cubic yards, at 00 cents. $12, 052 

Rock-excavation, 2,906 cubic yards, at $3... 8,718 

Snags and logs, 1,745, at $10 each. 17, 450 

Willows and overhanging trees, 4,691, at $1. 4, 691 


Total. 42,911 


The next shoal below Hawkinsville is— 

16. Henley’s Shoal. —This is of rock, and 100 cubic yards of excavat ; on all that is 
needed. 

17. Grady’8 Shoal. —A rock-reef extending part of the way across the river ; 48 cubic 
yards of rock-excavation is needed here. 

18. Bracewell’s Shoal. —This is a rock-bar, but 4 feet can be carried over it at all 
times. 

19. Seven Sycamores is also a rock-bar, but no obstruction to a vessel drawing 4 
feet. 

20. Wilcox Shoal is a rock-reef, but vessels drawing 4 feet can always pass it with¬ 
out difficulty. 

21. Loose Bock Shoals. —Nos. 1, 2, and 3, sometimes called Indian Bluff Shoals. On 
these shoals there is at all times water sufficient for boats drawing 4 feet. 

22. Davis’s Shoal. —This is a loose-rock bar extending across the river, and requires 
the removal of 437 cubic yards of loose rock to give the requisite channel. 

23. Daniel’s Shoal. —There is one large rock here in mid-channel. Twenty cubic 
yards of rock-excavation is all that is needed. 

24. Atkins’s Shoal. —This is a loose-rock bar extending across the river. To give the 
required channel 346 cubic yards of loose rock must be removed. 

25. Stadum’8 Shoals. —A rock-reef extending across the channel ; 183 cubic yards of 
rock-excavation needed. 

26. Herbert’s Shoal. —There is a channel here at extreme low-water 4 feet deep and 
75 feet wide. The shoal is part rock and part sand. 

27. Quinn’8 Shoal. —This is a loos j -rock bar, with 5 feet of water. Cutting off 75 
feet of the point on the left bank of the river would greatly improve navigation 
here. 

28. Tiglman’8 Shoal. —The obstruction here is sand and logs. There is 3 feet at 
low-water in the channel; but this could be increased to live feet by removing the 
logs. 








248 


NAVIGATION OF THE MISSISSIPPI RIVER. 


The above are all the bars and shoals in the Ocmulgee between Hawkinsville and 
the mouth of the Oconee, and to give this portion of the river a channel 80 feet wide 
and 4 feet deep at extreme low-water will require the following work : 


Solid-rock excavation, 351 cubic yards, at $3... $1, 053 

Loose-rock excavation, 883 cubic yards, at $2.-. 1,766 

Snags and logs (removal), 269, at $10 each. 2, 690 

Overhanging trees (removal), 707, at $1. 707 

Removing 4 sunken rafts, at $500 each. 2, 000 


8,216 

In Altamaha River we find the following bars and shoals: 

29. Town Bluff Shoal. —This shoal is of sand and rock, but has at all times water suf¬ 
ficient for boats drawing 4 feet. 

30. Piney Bluff Shoal. —This, also, has 4 feet at the lowest stage, and needs no work. 

31. Beard'8 Bluff Shoal is a loose-rock and sand-bar, over which boats drawing 4 feet 
can always pass. 

32. Hell Shoal is a loose-rock bar with 5 feet of water on it. It is between Piney 
Bluff and Beard’s Bluff. 

33. Cooper’s Bar. —This is a sand-bar extending across the river after we reach tide¬ 
water. To give the required channel 7,777 cubic yards of sand-excavation is neces¬ 
sary 

34. Wood’s Bar. —This is the last obstruction on the Altamaha, and is situated about 
one-half mile above the city of Darien. Like Cooper’s, it consists of a sand-bank 
reaching across the river, upon which there is not more than 3 feet at low-water. To 
give the required depth 5,037 cubic yards of sand must be removed. The following is 
a summary of the work needed on this division : 


- Sand-excavation, 12,814 cubic yards, at 60 cents. $7,688 

Removal of snags and logs, 4, at $L0 each. 40 


Total. 7,728 

RECAPITULATION. 

First division, from Macon to Hawkinsville. 42,911 

Second division, from Hawkinsville to mouth of Oconee. 8,216 

Third division, from mouth of Oconee to Darien. 7,728 

Fourth division, from Darien to Brunswick.* .... 

Fifth division, from Darien to Savannah. 


58, 855 


Add 10 per cent, for contingencies. 5, 885 

Total. 64,740 


This is all the work that is absolutely needed to give a safe navigation at all seasons 
of the year from Savannah, Brunswick, and Darien to Macon for boats drawing 3 or 
4 feet. The channel could be greatly improved, however, by the following additional 
work, which should be done : 


1. At Cross Keys , one mile below Durham’s Bluff, Godwin’s Cut-off should be 

cleaned out; this would cost. $653 

2. At Jay Bird Point —75 feet of the point should be cut off; his will cost... 414 

3. At Stephens’s Bluff, about the upper end, two points, one on either bank of 

the river, should be cut off 50 feet each ; cost. 553 

4. At Ragged Willow Point —the trees should be cut here, and the point will 

wash away ; cost. 100 

5. At the Mouth of Big Indian Creek —a ) oint on either bank of the river 

should be cut away 50 feet each ; cost. 500 

6. At Sam Jones’ Cut-off— 50 feet of the point on left bank should be cutoff; 

cost. 276 

7. At Cut-off between Wild Boar Cut and wreck of steamer Comet, should 

be cleaned out; cost. 540 

8. Just ab ive Mitchell’s Cut a point on either bank should be cut away 50 

feet; cost. 500 

9. At the mouth of Cross Creek the point should be cut off 50 feet; cost... 100 

10. Henley’s New Cui-off should be cleaned out; cost. 300 

11. Cut-off in Massey Log Bend should be cleaned out; cost. 1,500 

12. Turner’s Point Cut-off should be cleaned out; cost. ’ 100 

13. Point below Prigeon’s Cut should be cut away 50 feet; cost. 275 

14. Rubin’s Cut should be cleaned out; cost .. . b00 

































NAVIGATION OF THE MISSISSIPPI RIVER. 249 

15. At Quinn’s Shoal 75 feet of point on left bank should be cut off; cost... $350 

16. At Little Hell —four points should come off here, two on each bank; cost. 1,200 

Total. 8,161 

Add to this the cost of excavation, &c. 64,740 

Grand total. 72,901 


B. W. FROBEL, 

Civil Engineer. 


3.— SURVEY OF ROUTES FOR A FREIGHT-RAILWAY FROM THE TENNES¬ 
SEE RIVER TO THE ALANTIC OCEAN. 

In the report of the Senate Select Committee on Transportation- 
Routes to the Seaboard, recommending that a railway-route should be 
surveyed “from some convenient point on the Tennessee River, in Ala¬ 
bama or Tennessee, by the shortest and most practicable route, to the 
Atlantic Ocean,” no mention was made of the gauges and grades which 
should be adopted for it. Upon examination of the ridge between the 
Tennessee and the Coosa, which it was thought would require the 
heaviest grades on the Guutersville route, it was found that the passage 
could be made with a maximum grade of one foot in a hundred, or 52.8 
feet per mile, and this was adopted as the maximum grade for this line. 
The gauge was taken at 4 feet Scinches. 

The same maximum grade was adopted for the Hiawassee route, but 
passing the Blue Ridge it was found necessary in several places to 
increase it to 66 feet per mile; while the line being but a link between 
other roads already constructed with the southern gauge of 5 feet, this 
was adopted as the proper gauge for this route. Both surveys provided 
for a double-track road. 

THE GUNTERSVILLE ROUTE. 

Mr. John E. Thornes, assistant engineer, of Chicago, Ill., was ap¬ 
pointed to the charge of this survey. His instructions were to seek the 
shortest and most practicable route from Guntersville to the Atlantic 
coast at Brunswick or Savannah, Ga., the line to be run solely with a 
view to attaining the best engineering results, and without any regard 
whatever to the wants or claims of cities, towns, counties, corporations, 
or individuals as to its location. 

His party took the field in September, 1874, beginning their survey at 
Guntersville, Ala., on the Tennessee River, at the starting-point of the 
canal-survey of 1872, and closed their field-work at Brunswick, Ga., at 
the end of May, 1875. Since then they have been engaged upon the 
maps and estimates, which are not yet completed, and Mr. Thomes’s re¬ 
port will not be ready before November. The length of the line is four 
hundred and twelve miles. Beginning at Guntersville, it passes over 
Sand Mountain to Gadsden on the Coosa, crossing the Alabama and 
Chattanooga Railroad at Atalla, eighty-seven miles from Chattanooga; 
thence it runs easterly to Cross Plains, and passes through Terrapin 
Gap to the southerly side of the Dug Down Mountains. 

The most important question which arose during the progress of this 
survey was the passage of these mountains, it being uncertain whether 
the line should be carried north of them and around their eastern end, 
or whether it should pass through them by means of one of the 
gaps. If it were to pass around the eastern end near Dallas, the line 
Tvould approach Atlanta, and would probably reach Savannah as its 







250 


NAVIGATION OF THE MISSISSIPPI RIVER. 


coast terminus. If it were to pass through the mountains more to the 
southward and westward, Brunswick would no doubt become the coast 
terminus. 

This whole region was very carefully reconnoitered by Mr. Thornes, 
and a side party was organized for the purpose of running trail-lines 
with the level and transit through the practicable passes and around the 
mountain, in order to ascertain the route which olfered the greatest 
advantages. 

After a month’s incessant work and study, it was found that the 
Terrapin Gap route offered the best results, and the line was accordingly 
run through it. 

After leaving Terrapin Gap, the line takes a southeasterly course, and 
runs very directly to Brunswick, crossing the Tallapoosa River near 
Tallapoosa; the Chattahoochee, near and below the McIntosh Reserve; 
the Atlanta and West Point Railway, at a point five miles below New- 
nan, and forty-four miles southwest of Atlanta; the Flint River, between 
Erin and Texas; the Thomaston Railroad, near Union Hill, and the 
Macon and Southwestern Railroad, near Bateman, about twenty miles 
southwest of Macon; and the Ocmulgee River, first near Buzzard’s Roost, 
and second at Lumber City. From Bateman to Brunswick the line runs 
parallel to and but a few miles south of the Macon and Brunswick Rail¬ 
road. 

The grades of this line are as follows: 


Level. 72. 55 

0 to 20 ... 85.49 

20 to 40 . 159. 02 

40 to 52. 8. 95-05 


412.11 

It is Mr. Thomes’s opinion that in locating this line it will not be neces¬ 
sary to make use of anything greater than a four-degree curve. 

The line is not only entirely practicable, but it is an unusually favor¬ 
able line foAoue of such length. 

THE HIAWASSEE ROUTE. 

This survey was placed in charge of Mr. James C. Anderson, assistant 
engineer, with instructions in regard to the location of the liue similar 
to those given to Mr. Thornes. The survey was begun in September, 
1874, at Charleston, Tenu., near the mouth of the Hiawassee River, 
at the crossing ot the East Tennessee, Virginia and Georgia Railroad, 
and was carried up the Hiawassee Valley, and up the Hightower, one of 
its branches from the south, to and across the Blue Ridge, through 
Clayton, Ga., one hundred and twenty-five miles from the starting- 
point, to the partly completed tunnel through Saddle Gap, two and a half 
miles beyond, on the line of the Blue Ridge Railroad. Another line was 
then started at a point ou the first line, twelve miles west of Clayton, 
and was run in a southerly direction, crossing the Chattahoochee Ridge, 
to Wintersville, Ga., on the Athens branch of the Georgia Railroad, 
five miles east of Athens, eighty-five miles from the starting-point, and 
one hundred and ninety-eight miles from Charleston, on,the Hiawassee. 
This completed the field-work of the survey, since which time the party 
has been engaged making the maps and estimates. 

The first part of the line, from Charleston to the mouth of the High¬ 
tower, requires but light work, the grades being generally from 10 to 
16 feet along the river, increasing to the adopted maximum grade of 






NAVIGATION OF THE MISSISSIPPI RIVER. 


251 


52.8 feet at the crossing of some of the mountain-spars which reach the 
riv T er. A number of small tuunels will have to be made use of in pass¬ 
ing these spurs, and one 7,000 feet long in passing the Blue Ridge. 

Alter penetrating the Blue Ridge the descent on the eastern slope is 
so steep that the adopted maximum grade has to be exceeded, and one 
of 66 feet to the mile is made use of. This occurs again in crossing the 
Chattahoochee Ridge. It is possible, however, that in location both of 
these might be brought down to the 52.8 foot grade. 

On the rest of the route the work is comparatively light. 

The survey was not carried beyond Saddle Gap, on the Blue Ridge 
line, because that line of railroad to Anderson, S. C., had been already 
surveyed and partly built, and because there was no money to spare for 
a revision of its survey. 

A large number of streams are crossed by this line, which involve 
altogether 20,350 linear feet of tunneling and 5,505 linear feet of bridg¬ 
ing, though of a light character. Mr. Anderson thinks that in locating 
the line nothing greater than a 6° curve need be used. 

The field-work of this survey was ended in May, 1875, but, although 
the office-work has been going on continuously ever sinc.e, Mr. Ander¬ 
son’s report will not be ready until November. 

A table of grades is annexed. 


Grades on first division from, Charleston, Tenn., to first one-hundred-mile post. 


Miles. 

Length of division. 100. 00 

Length of level grade. 14. 56 

Length of grades ascending eastward : 

From 0 to 10 feet per mile... 20. 36 

From 10 to 20 feet per mile... 29. 03 

From 20 to 30 feet per mile. 10.21 

From 30 to 40 feet per mile. 4.55 

From 40 to 50 feet per mile. 2. SO 

Grade of 52.8 feet per mile... 9.76 

Total ascent 1,60&.5 feet. 76.71 


Length of grades descending eastward: 

From 0 to 30 feet per mile. 1. 52 

-From 30 to 40 feet per mile... 3. 20 

From 40 to 50 feet per mile. 0.49 

Grade of 52. 8 feet per mile. 3.52 


Total descent 340.5 feet 


8.73 


Sum of ascent and descent, 1,949 feet. Average grade per mile, 19.49 feet. Curva¬ 
ture, 10.730° 57'. Length of curve, 45.16 miles. Per cent, of curve, 45.16. Per cent, 
of straight line, 54.84. 

Grades on second division, from first one hundred-mile post to Belton, Ga. 

Miles. 


Length of division. 55. 00 

Length of level grade. 5.11 

Length of grades ascending eastward : 

From 0 to 20 feet per mile. 3. 69 

From 20 to 40 feet per mile. 3. 75 

From 40 to 50 feet per mile. 2. 43 

Grades of 52.8 feet per mile. 4. 89 

Grades of 58 feet per mile. 2. 40 

Grades of 66 feet per mile . 2.84 


Total ascent 880 feet. 20. 00 




























252 NAVIGATION OF THE MISSISSIPPI RIVER. 

Length of grades descending eastward: 

Miles. 

From 0 to 20 feet per mile. 1* 73 

From 20 to 40 feet per mile. 3. 99 

From 40 to 50 feet per mile. 2. 14 

Grades of 52.8 feet per mile. 10. 98 

Grades of 58 feet per mile. 2. 54 

Grades of 66 feet per mile. 8. 51 


Total descent 1,525 feet. 29. 89 

Sum of ascent and descent, 2,405 feet. Average grade per mile, 43.73 feet. Curva¬ 
ture, 8.653° 14'. Length of curve line, 36.3 miles. Length of straight line, 18.7 miles. 
Percentage of curvature, 66. Percentage of straight line, 34. 

Grades'on third division from Belton to Wintersville, Ga. 

Miles. 

Length of division. 43.03 

Length of level grade. 8. 33 

Length of grades ascending eastward: 

From 0 to 10 feet per mile. . 0. 00 

From 10 to 20 feet per mile. 1.00 

From 20 to 30 feet per mile. 1.63 

From 30 to 40 feet per mile. 3. 32 

From 40 to 50 feet per mile. 1.81 

Grades of 52.8 feet per mile. 4. 52 


Total ascent 482 feet. 12. 28 


Length of grades descending eastward : 

From 0 to 10 feet per mile... 1. 00 

From 10 to 20 feet per mile. 1. 15 

From 20 to 30 feet per mile. 2. 31 

From 30 to 40 feet per mile. 3. 73 

From 40 to 50 feet per mile. 3. 32 

Grades of 52.8 feet per mile. 6. 60 

Grades of 66 feet per mile. 4. 31 


Total descent 1,004 feet. 22. 42 

Sum of ascent and descent, 1,486 feet. Average grade per mile, 34.53 feet. Curva¬ 
ture, 2.204°. Length of curve, 10.43 miles. Length of straight line, 32.60 miles. Per¬ 
centage of curve, 24£. Percentage of straight line, 75f. 

Grades on Clayton division, from deflection from main line at the one hundred and thirteenth 
mile-post to connection with Blue Ridge Railroad at Saddle Tunnel. 

Miles. 

Length of division.*_ 14.29 

Length of level grade. 2.13 

Length of grades ascending eastward : 

From 30 to 40 feet per mile. 0. 39 

From 40 to 50 feet per mile. 0. 68 

Grade of 52.8 feet per mile. 5. 53 


Total ascent 336 feet. 6. 60 


Length of grades descending eastward : 

Grade of 52.8 feet per mile. 2. 31 

Grade of 66 feet per mile. 3.25 


Total descent 337 feet. 5.56 

Sum of ascent and descent, 673 feet. Average grade per mile, 47.09 feet. Curva¬ 
ture, 2.343°. Length of curve line, 9.86 miles. Length of straight line, 4.43 miles. 
Percentage of curve, 69. Percentage of straight line, 31. 












































NAVIGATION OF THE MISSISSIPPI RIVER. 


253 


APPENDIX T 2. 

FIRST SUBDIVISION OF THE NORTHERN TRANSPORTATION-ROUTE. 

REPORT OF MAJOR G. K. WARREN, CORPS OF ENGINEERS, UPON THE IM¬ 
PROVEMENT OF THE WATER TRANSPORTATION ROUTE FROM THE MIS¬ 
SISSIPPI TO LAKE MICHIGAN, ALONG THE WISCONSIN AND FOX RIV¬ 
ERS.* 

Office of the Chief of Engineers, 

Washington , D. (?., February 11, 1876. 

Sir : I transmit herewith the final report of Maj. G. K. Warren, Corps 
of Engineers, on the improvement of the route of water-transportation 
between the Mississippi River and Lake Michigan along the valleys of 
the Fox and Wisconsin Rivers, but more especially relating to the part 
along the Wisconsin. 

Examinations were made in 1866 and instrumental surveys during 
1867, and some minor ones in 1868 and 1869. The causes of delay in 
presenting this report will be found stated in it. 

The improvement of this route is now in charge of Maj. D. C. Hous¬ 
ton, Corps of Engineers. It forms part of the northern transportation- 
route between the interior and the seaboard, which was directed to be 
reported upon by the act approved June 23, 1874. Major Houston 
reports: 

The survey of the Wisconsin River, under the direction of Major Warren, in 1867, 
contains all the information bearing upon the subject, so far as a survey can deter¬ 
mine it. 

This is the survey now finally reported upon ; it is the only survey of 
the river between Portage and the mouth that has ever been made, and 
the maps have not been published. 

The publication of these maps and report now will supply information 
required by the act first authorizing it, as well as the more recent one 
of 1874. This report closes with the year 1869. 

Major Warren has long been connected with western and eastern 
river improvements, and his presentation of the subject is inteuded to 
bring out views regarding the improvement of shallow rivers of consid¬ 
erable slope, small volume, and movable bed. 

The conclusions reached by Major Warren are adverse to the perma¬ 
nent improvement of the Wisconsin River by a system of canalization 
or rectification of its low and high water channels, and that a canal 
along its banks is the only method of permanent improvement. 

A plan of operations, with detailed estimates of cost, is given for the 
construction of a canal from Portage to the mouth, of the capacity of 
the Fox River improvements, for $4,000,000, in the space of two years. 

He is of opinion, however, that a larger capacity should be adopted, 
and recommends location-surveys to be made to determine the best line 
for the improvement, as soon as the requisite capacity is decided upon. 
Breadth of canal and locks rather than depth is held to be the ruling 
idea in a canal adequate to steam-navigation, because the depth at low 
water on the Upper Mississippi must always be limited. A transfer at 
some point in the way to the seaboard will be necessary, and as the lake- 
vessels require depth, this transfer should be made at Green Bay, the 
canal being adapted to the navigation of the steamboats and barges of 
the Upper Mississippi. 

* Printed as Sen. Ex. Doc. No. 28, 44th Congress, 1st session. 




254 


NAVIGATION OF THE MISSISSIPPI RIVER. 


The maps and diagrams are not numerous, and have been prepared 
with special view to the inexpensive photolithographic process, so that 
their publication with the report is recommended. 

The present method of improvement of the Wisconsin is on trial on 
its own merits, and it is too soon for the department to announce the 
final result, but the publication of this report, with the data it contains, 
will enable others to form an opinion of the nature of the undertaking, 
and aid in a more speedy solution. 

Very respectfully, your obedient servant, 

A. A. HUMPHREYS, 

Brig. Gen. and Chief of Engineers. 

Hon. W. W. Belknap, 

Secretary of War. 


CONTENTS. 
LETTER OF TRANSMITTAL. 


Chapter I. 

AN EXPLANATION OF THE DELAY IN NOT SOONER COMPLETING THIS 
REPORT, BEING A GENERAL STATEMENT OF OCCUPATION ON PUBLIC 
DUTIES FROM 1866 TO 1874, INCLUSIVE. 

Chapter II. 

EARLIEST HISTORICAL ACCOUNTS OF THE ROUTE OF THE FOX AND WIS¬ 
CONSIN RIVERS. 

Introductory remarks—History of discovery, etc., by John G. Shea —Events 
leading to discovery—Adventures of the Sieur Nicolet, A. D. 1639—Discovery delayed 
by Indian wars—Discoveries by Father Marquette and the Sieur Jolliet—Captivity 
of, and discoveries by, Father Hennepin, 1680-81—His rescue by Lieutenant Du 
Luth— Early history of Michigan, by C. Lanman —Condition of the country at 
the time of English occupation, in 1760—Condition not changed by the English occu¬ 
pation, which nominally ended in 1783—Wonderful changes wrought by the Ameri¬ 
can Republic— Note by Jonathan Carver, 1766— Recommendation cm' Lieut. 
Z. M. Pike, U. S. A., 1805— Report of Major Long, U. S. A., 1817 and 1819— Map 
, of the route, by Capt. H. Whiting, Fifth United States Infantry, 1819, with 
notes—Conclusion of chapter. 


Chapter III. 

HISTORY OF THE IMPROVEMENT OF THE ROUTE ALONG THE FOX AND 
WISCONSIN RIVERS SINCE SURVEYS AND IMPROVEMENTS WERE BEGUN— 
PROGRESS OF THE IMPROVEMENTS DOWN TO 1870. 

Survey under War Department, in 1836, by Mr. Center, C. E.—Survey under the War 
Department, in 1837, by Mr. Pettival, C. E.—Bill for the improvement of these rivers, 
and for a canal to unite them, reported by United States Senate committee in 1839— 
Survey of the Fox and Wisconsin Rivers, under the War Department, by Captain 
Cram, in 1839—Report upon survey and estimates of Captain Cram, made by com¬ 
mittee of House of Representatives in 1846—Survey of Green Bay, under War De¬ 
partment, by Captain Williams, in 1845—Lands granted to the State, on its admis¬ 
sion into the Union, for improving the navigation of the Wisconsin and Fox Rivers, 
and for constructing a canal to unite them, act approved August 6, 1846—Opera¬ 
tions in 1848; report of Board of Public Works for 1848—List of rapids on Lower 
Fox River, with the fall at each—Operations in 1849; report of Board of Public 
Works for 1849—Character of the Wisconsin, and difficulty of improving its chan¬ 
nel, stated by Alton—Operations in 1850; report of Board of Public Works for 
1850—Operations in 1851; report of Board of Public Works for 1851—Plan of im¬ 
proving the Wisconsin River, by Acting Commissioner Croswell—Operations in 1852; 
report of Board of Public Works for 1852—Condition of the Wisconsin River ini- 



NAVIGATION OF THE MISSISSIPPI RIVER. 255 


provement and a plan for continuing the same, by Acting Commissioner Richardson— 
Table of expenditures on the Wisconsin River; expenditures made in 1852—Table 
of total expenditures to date—Geological survey of Wisconsin—Progress of im¬ 
provement in 1853—Surrender of the works of improvement, lands, &c., by the State 
to a company June 1, 1853—Company chartered, with conditions, July 6, 1853—Con¬ 
dition and character of the works in 1854, by C. D. Westbrook, jr—Reservoir on the 
headwaters of the Wisconsin as a means to increase its low-water depth, suggested 
by Mr. Westbrook—Expenditures by the company from August 20, 1853, to Novem¬ 
ber 15, 1854— Progress of the Fox and Wisconsin River improvement subse¬ 
quent to 1855-’56—Additional lauds granted to the State by Congress—Increased 
capacity of the improvement required by the State—Condition of the works Janu¬ 
ary, 1859 ; report of the chief engineer of the company, Mr. D. C. Jenn6—Condition 
of the improvement in 1800; report of the president of the company to a committee 
of the State legislature—Navigation of the Wisconsin can be improved by running 
a steamboat; money expended otherwise would be of no avail; from same report of 
president of company—Expenditures' from October 3, 1856, to December 31, 1859— 
Expenditures from beginning of improvement in 1848 to 1859—Operations in 1860- 
’61-’62; report of superintendent of company—Increased capacity necessary for 
passage of gunboats ; estimated cost of, by Mr. Jennd, C. E., in 1862—Renewal of 
interest in the improvement by the United States—Report of committee on naval 
affairs, Thirty-seventh Congress, upon this improvement, with estimates for an in¬ 
crease of capacity, so as to pass gunboats, 1863—Company having failed to perform 
its agreement, the works of improvement, land, &c., were sold in 1866—Green Bay 
and Mississippi Canal Company incorporated by the State August 15, 1866—Exami¬ 
nation and estimates of cost of improving this route, required by act of Congress 
approved June 23, 1866—Condition of these rivers, improvements, &c., 1866—Con¬ 
dition of the Lower Fox River improvement in 1866—Condition of the Upper Fox 
River and improvement in 1866—Condition of the Wisconsin River in 1866— Works 
of improvement, &c., in 1867— Works of improvement in 1868— Works of im¬ 
provement in 1869— Concluding remarks to Chapter III. 

Chapter IV. 

REPRESENTATION OF SURVEYS MADE IN 1867-’68-’69; THEIR OBJECT AND 
EXTENT ; MAPS AND DIAGRAMS CONSTRUCTED FROM MEASUREMENTS ; 
TABLES OF HYDRAULIC DATA; ANOMALOUS PHYSICAL FEATURES CON¬ 
SIDERED, AND REFERRED TO A GENERALIZATION OF SIMILAR EXHIBI¬ 
TIONS ELSEWHERE. 

Preparations for the survey—Instructions for conducting the surveys— Description 
of the maps and diagrams made from the surveys —Continuous plot-scale 200 
feet to an inch—Cross-sections of the valley, scales 400 feet horizontally and 40 feet 
vertically to the inch—Longitudinal profile of the valley—Plots of current measure¬ 
ments for volume—Map of river on a scale of two inches to the mile—General map 
of the route from Green Bay to the Mississippi River—Sheets of river-gauge curves 
— General description of the basin of the Wisconsin River— Form of basin, 
geographical position, &c.—General elevation above the sea—Geological formations 
in the basin—Climate— Descriptions of features of the valley —Definition of 
term valley, &c.—Slopes and terraces not overflowed at high water—Marginal lands 
and islands overflowed at high water— The river-bed— Sand-bars, &c.—Their 
formation—Action at low water—Very bad sand-bars in the Mississippi below the 
Wisconsin—Very bad sand-bars in the Wisconsin at the junction—Movement of sand¬ 
bars down stream—Sources and quality of the sand—Comparison of the Wisconsin 
sand with other water-moved sands—Gravel and bowlders in river-bed—Falling trees 
and snags—Bed-rock— Bridges—High and low water stages and their dura- 
TION —Ice—Slope of water surface —Table of measured slopes at low-water— 
Bend effect — Volume of discharge —Method of measuring volumes—Table of 
measured and low-water volumes—Explanation of construction of table—Volumes 
at a stage one foot above the low water of 1867—Volumes at Skinner’s Bluff for all 
stages— Anomalous physical features of the Wisconsin and Fox River basins 

_The near approach of the streams without uniting—Peculiarities in the course of 

the Wisconsin— Peculiarities in the course of the Upper Fox River—Lower Fox 

River_Analogies between the Lake Winnebago basin and the Lake Winnepeg basin 

in British America—Probable former extent of Lake Winnebago, with diagram— 
Hypothesis consistent with above-noted conditions—Previous attempts at generaliza¬ 
tion in regard to Fox River— Probable change of drainage of the four lakes 
near Madison— Explained by the same hypoth sis which is applicable to an exten¬ 
sive area. 


56 


NAVIGATION OF THE MISSISSIPPI RIVER. 


Chapter V. 

METHODS OF IMPROVING NAVIGATION. 

Preliminary remarks —Relations of the United States and corporate companies to 
the improvement—Difficulties heretofore not appreciated—Influences controlling 
former plans and operations—Future plans based on the new data— Improvement 
by canalization, regulation, or rectification—Hydraulic formulae applicable—The 
Humphreys-Abbott formulae adopted—Small practical bend effect—Width of rectified 
river at low water for different depths—Slopes for uniform depths and different 
widths—Requirements which must be met in works of construction for river rectifi¬ 
cation, so as to procure a desired navigable depth at low water—Conditions de¬ 
manded at high water—How to begin the work discussed and illustrated by examples 
—Section of regulated river for both high and low w r ater channels—Further protec¬ 
tion agaiust scour— Estimate of money and time required for canalizing im¬ 
practicable— Conclusions to be drawn from the success attending similar works on 
the Garonne—Example in the case of the Ohio River—Conclusion with regard to 
canalization of the Wisconsin River— Improvement by means of reservoirs at 
the sources —Doubtful possibility of success—Immense cost—Great dauger attend¬ 
ing such works— Method of improvement by dams and locks —Difficult and ex¬ 
pensive if not impracticable—Never recommended, and special data not obtained 
for depth to bed-rock— Improvement of navigation by means of canal along 
the valley —Data for making location—Provisional location—Objectionablefeatures 
and alternative to avoid them— Character of canal and locks— Description of 
locks with general‘directions as to construction—Bills of lock-material—Estimated 
cost of a lock—Summary cost of all the lift-locks; of all the guard-locks—Cost of 
feed-weirs connected with lock; of feed-pipes; of culverts; of waste-weirs; of 
bridges ; of walling ; of riprap ; of grubbing ; of clearing land ; of engineering, the 
work to be done in two years—Grand total cost—Additional cost for five feet draught 
—Annual expense of supeiintendence and repairs. 

ILLUSTRATIONS. 

Two wood-cuts and nine photolithographic sketches, to accompany letter-press. 

MAPS AND DIAGRAMS. 

Plate 1. General map and profile of the route, showing also the outlines of sheets 1 
to 8, inclusive, on a larger scale. 

Plates 2 to 9, inclusive, are reduced from the twenty-four sheets of the original survey 
of the Wisconsin River, from Portage to its mouth. 

Plate 10. Diagram of observations for stage of water on Lake Winnebago, on the 
Wisconsin River, and on the Mississippi at Prairie du Chien, during the years 18G7, 
1868, and 1869. 


LETTER OF TRANSMITTAL. 

Engineer Office, United States Army, 

Newport , R. L, November 26, 1875. 

General: I have the honor to transmit herewith my final report on 
the transportation-route along the Fox and Wisconsin Rivers, but more 
especially relating to the latter stream. 

The text of the report is divided into five chapters, each of which, 
while forming a component part, is intended to be nearly complete in 
itself. 

Chapter I is a brief account of my different occupations since I took 
up this subject in 1866 down to the present year. This appears to me 
called for by the length of time taken. It also furnishes a means of 
ready reference to any of the reports of the numerous other works on 
which I have been engaged during this same period. 

' Chapter II is an account of the early history of the route, which has 
special interest from its being the pathway to the discovery of the vast 
Mississippi Valley, and as in a measure certifying to its natural advan¬ 
tages, by showing that it was the first one to open the great Northwest 
to white meu. 



NAVIGATION OF THE MISSISSIPPI RIVER. 257 

Chapter III is a chronological account of all improvements of the route 
from the first beginnings down to 1870, compiled from all available 
sources. The cost and condition of the works, as nearly as could be 
ascertained, is given from year to year; also, extracts from the laws, 
and estimates of cost of different kinds of improvement as designed by 
different engineers. 

Chapter IV is an account of the surveys made by and under my direc¬ 
tion in 1867, ’68, ’69, and of the maps and diagrams prepared. It con¬ 
tains a description of the river and valley and of all the features that 
influence one’s appreciation of the question of navigation. In this chap¬ 
ter are tables of all the hydraulic data obtained from the measurements 
of the survey. It concludes with an account of some anomalous phys¬ 
ical features along the route, and of the former expanse of Lake Win¬ 
nebago, suggesting changes similar to what I have shown to have taken 
place in regard to Lake Winnepeg, in British America. 

Chapter V is a presentation of the subject of improving the route for 
transportation aloug the valley of the Wisconsin, and no pains or effort 
has been spared to make this as complete and decisive as possible. It 
is shown here that any improvement in the natural bed of the river, 
intended to secure such commodious channel of navigation as the country 
desires, is impracticable. 

The subject of canalization of the river is treated of at length. The 
extent and uncertainty of the time required, and the great cost and un¬ 
certainty at best of final success, condemn it. The plans of having 
reservoirs at the sources, or of making slack water navigation by dams 
and locks, are shown to be impracticable. 

A canal along the valley is the only resource, and a provisional loca¬ 
tion for one is made, with a detailed estimate of the cost of constructing 
it, if made of the same character and capacity as the present locks 
along the Lower Fox Biver. This estimate amounts to $4,000,000, and 
the time required to complete it is two years, if pushed with all practi¬ 
cable dispatch. 

The feasibility of a canal of moderate expense being established, while 
no other plan seems practicable in my judgment, justifies urging an im- 
mediat and thorough survey for determining the route best for the 
canal. This survey should have in view the selection of the best route 
for a canal of the capacity of the existing improvement on the Lower 
Fox Biver, and also for such a more capacious channel as may be needed 
in the proximate future when the through route shall have become 
established. 

The report is so divided into chapters, with tables of contents, that it 
will be unnecessary to read it all, unless the reader desires information 
upon all of the general subjects into which the chapters divide it. 

To facilitate the presentation of the subjects, a few small plates of 
octavo size have been prepared for the text, if printed; and in this case 
the original map, scale of 2 miles to an inch, the general map and profile 
of the route from Green Bay to the Mississippi, and a diagram of river- 
gauge curves should be photolithographed. 

I have in this report said nothing of the importance of the route as a 
line of water-transportation. Its importance is here taken as already 
well established. This matter was treated of by me in the annual re¬ 
port of the Chief of Engineers for 1868, pp. 357-359. 

There are three appendixes to the report, which may be useful for 
reference, but which I do not think need to be published. A is a re¬ 
port of Assistant D. W. Wellman, from which I have taken part of the 
description of the valley in Chapter IV; B is the details of the estimates 

H. Ex. 49-17 


258 


NAVIGATION OF THE MISSISSIPPI RIVER. 


of costs of canal-locks on the provisional canal location ; C is the de¬ 
tailed specifications of the material and manner of constructing compos¬ 
ite locks. 

Yery respectfully, 

G. K. WARREN, 

Maj. of Engineers and Bvt. Maj. Gen., U. 8. Army. 
Bvt. Maj. Gen. A. A. Humphreys, 

Brigadier-General and Chief of Engineers, U. S. A. 


REPORT. 

Chapter I. 

AN EXPLANATION OF THE DELAY IN NOT SOONER COMPLETING THIS 

REPORT, BEING A GENERAL STATEMENT OF OCCUPATION ON PUBLIC 

DUTIES FROM 1866 TO 1874, INCLUSIVE. 

In giving an account of the time taken by me in completing this final 
report on the improvement of the route of water-transportation along 
the Eox and Wisconsin Rivers (more particularly of the latter stream), 
it will be necessary to refer to the other work I have had to carry on at 
the same time, in order that a proper allowance may be made for the 
slow progress in this one. This duty was begun under the act of Con¬ 
gress making appropriations for certain river and harbor works approved 
June 23, 18GG, and was assigned to me by instructions from the Chief 
of Engineers, United States Army, dated July 31, and August 2, fol¬ 
lowing. 

By these instructions my headquarters were established at Saint Paul, 
Minn., which place I reached early in August, and at once set to work 
to organize surveying aud reconnoitering parties for the different works 
intrusted to me, aud to gain the preliminary knowledge necessary to 
make proper organizations, and to properly equip and instruct them. 
It was a field remarkably free from acquired engineering data, so that 
while the acquisition of what was known was easy, it left nearly every¬ 
thing yet to be determined. 

The duties assigned me, along with that which is the subject of this 
report, were to make ‘‘surveys aud examinations,’ 7 first “of the Missis¬ 
sippi River between Fort Suelling and the Falls of Saint Anthony, aud 
the Upper or Rock Island Rapids of the Mississippi, with a view to 
ascertain the most feasible means of economizing the water of the 
stream, of insuring the passage at all navigable seasons of boats draw¬ 
ing 4 feet water f second, “of the Minnesota River from its mouth to 
the Yellow Medicine River, in order to ascertain the practicability and 
expense, by slackwater navigation or otherwise, of securing the con¬ 
tinued navigability of said stream during the usual season of naviga¬ 
tion third, “of the Zumbro River, Minnesota;” fourth, “of the Can¬ 
non River, Minnesota;” fifth, “of the Fox and Wisconsin Rivers, in the 
State of Wisconsin ;” sixth, “ to examine and report upon the subject 
of constructing railroad-bridges across the Mississippi River between 
Saint Paul, in Minnesota, aud Saint Louis, in the State of Missouri, upon 
such plans of construction as will offer the least impediment to navi¬ 
gation.” 

The act of Congress provided for a survey and examination of the 
Saint Croix River above the ledge, aud as it was supposed the stream 



NAVIGATION OF THE MISSISSIPPI RIVER. 


259 


referred to was the one forming part of the boundary between the States 
of Wisconsin and Minnesota, this was also iutrusted to me. The exam¬ 
ination, however, disclosed no such locality on this river as the “ledge,” 
and it was afterward ascertained that the river designated in the act of 
Congress was the one forming part of the boundary between the State 
of Maine and the foreign province of New Brunswick, and I was re¬ 
lieved of further consideration of it. 

My estimate of the cost of inakiug these examinations, surveys, and 
reports was $70,000, but as they could not be made this season, and as 
the act of Congress required a report to be submitted at the next ses¬ 
sion, the work was laid out so as to gain a general knowledge of the 
whole field, at an estimated cost of $21,000, and thus comply, as far as 
practicable, with the law. It is unnecessary to state here any of the 
details of the different examinations, except that of the Fox and Wis¬ 
consin Rivers. For making this, about $2,000 was allotted, and it was 
given in charge of Bvt. Maj. Charles R. Suter, United States Engi¬ 
neers, with instructions as to the character of the examination to be 
made. I gave my personal attention almost entirely to the Mississippi 
between the Falls of Saint Anthony and Saint Louis, only examining 
the Wisconsin River at its junction with the Mississippi. 

The results of all our work that season, as well as could then be ex¬ 
hibited, were given in my report dated January 21, 1867, printed as. 
House Ex. Doc. No. 58, Thirty-ninth Congress, second sessiou. In this 
report, pages 41 and 42, and pages 73 to 103, inclusive, relate entirely to 
the Fox and Wisconsin Rivers. A general map, on a scale of 6 miles 
to an inch, accompanying this report, was published at the office of tho 
Chief of Engineers, United States Army, but it is not bound with the 
regular public documents, as published by Congress. This report was 
not reprinted in the succeeding annual report, as has been customary 
since ; the important parts of it have therefore been incorporated in this- 
report, in Chapter III. The examination of the Wisconsin River, iu 
1866, showed a necessity for a thorough survey of it, a thing which had 
never yet been done. This was duly reported, and an estimate of 
$15,000 was submitted for making such survey. 

Progress made in 1867.—The act making appropriations for rivers and 
harbors, <&c., was approved March 2, 1867. Before anything could be 
done on the Wisconsin I was employed, as a member of the Board of 
Engineers at Keokuk, Iowa, to report upou the plan of improving the 
navigation at the Des Moines Rapids of the Mississippi by means of a 
canal. This occupied me exclusively from March 22 to May 15, and on 
returning to Saint Paul preparations for making the survey ot the 
Wisconsin were at once commenced, by setting up river surface gauges 
and preparing quarter-boats, &c. There vras an allotment of $40,000 
made this year for conducting surveys on the Wisconsin River and 
Upper Mississippi River. There were also appropriations of $96,000 for 
building and operating two dredge and snag boats on the Mississippi; 
of $40,000 for one such boat on the Wisconsin River; aud of $37,500 
for removing snags and bowlders from the Minnesota River. The report 
we had rendered of the result of the examination of the Zumbro. and 
Cannon Rivers failed to procure for them any appropriation from Con¬ 
gress. 

The amount of work on my hands prevented my giving my personal 
attention to any one of them continuously, and the survey ot the Wis¬ 
consin, from Portage City to its mouth, was placed in charge ot Major 
Suter. High water prevented a commencement of the survey until 
August 26, and it was finished to the Mississippi Ri\er, a distance of 


260 


NAVIGATION OF THE MISSISSIPPI RIVER. 


119 miles, on the 6th of November. An account of this survey will be 
given in another place. The dredge and snag boat for the Wisconsin 
.River was not procured this year. The method of dredging proposed 
was to scrape the crest of the sand-bar down the stream, and, as Uie 
operations were in a measure experimental, it was thought best to limit 
these to the two boats on the Mississippi River. The smallest of these 
boats was unable to operate at the mouth of the Wisconsin, where she 
was tried, because of the very shoal water. Capt. D. W. Wellman, civil 
engineer, was however employed, out of the fund for this Wisconsin boal, 
to accompany the surveying party, and while aiding it, gain such knowl¬ 
edge as would enable him to best provide for the wants of navigation on 
that stream. Notwithstanding every effort that was made to make the 
survey-funds hold out, they became so exhausted that most of the assist¬ 
ants had to be discharged in December, before the notes were all plotted 
even in pencil. Captain Wellman and two assistants were retained, who 
continued the labor of plotting and constructing maps. 

There was a brief annual report submitted by me September 14,1867. 
(See Annual Report of Chief of Engineers of that year, pp. 259 to 263.) I 
also made a personal examination of the Wisconsin River, from the 
upper railroad-bridge down to the mouth. 

Progress in 1868.— In January, 1868, Major Suter was relieved from 
duty with me, and I placed the completion of the maps in the hands of 
Captain Wellman, who continued the work, assisted by Messrs. Dukes 
anil Rich. An additional allotment of $14,000 from the appropriation 
for surveys enabled me to continue the office-woik on the Wisconsin 
maps, and also on those of the Mississippi. 

On April 6, at the urgent solicitation of friends of the Wisconsin River 
improvement, I made a report of progress, which was printed as House 
Ex. Doc. No. 247, Fortieth Congress, second session. In that report the 
condition of the maps at that time is stated, and on p. 5 the importance 
of these river-surveys is treated of. (See also pp. 7 and 8.) 

On April 18, 1868, I also made a report on the harbor of Alton, Ill. 
(See House Executive Document No. 257, Fortieth Congress, second 
session.) 

The propositions which were about this time being urged in Con¬ 
gress to authorize the bridging of the Ohio River, at Bellaire and Park¬ 
ersburg, caused my being sent for by the chairmau of the Senate Com¬ 
mittee on Post-Offices and Post-Roads, for consultation. This was owing 
to my having been engaged on the investigation of the general subject 
of bridging the Mississippi. I then went to Steubenville and surveyed 
the bridge across the Ohio at that place. The report of this, dated 
June 29, is included in the report of the committee dated July 
16, printed as Senate Report No. 168, Fortieth Congress, second 
session. I aided in the preparation of the committee report, and the 
bill to regulate bridging the Ohio River submitted with it. 

This session of Congress made no additional appropriation for surveys 
or completing maps, and that on hand was used to complete the plotting 
and construction of the maps in pencil, and to supply any omissions in 
the former field-work that became apparent when the notes were all 
worked up. The annual report, dated August 31,1868, pages 301 to 305 
of the printed Annual Report of the Chief of Engineers for 1868, gives 
the condition of the maps at that date. The field-notes had all been 
plotted on a scale of 200 feet to an inch, making twenty-four sheets, 
each 10 feet long. These had been reduced to a scale of two inches to 
a mile, but nearly everything was still in pencil. 

On pages 351 to 363 is a comparison of several plans of improving the 


NAVIGATION OP THE MISSISSIPPI RIVER. 


261 


Wisconsin River, which indicates that a canal, in part or whole of the 
distance along the valley, would be the most reliable one. It was seen 
Irom this that a special location-survey, to estimate the cost of a canal, 
was very desirable, but as there were no adequate funds for doing it, I 
was compelled to limit myself to making additional examinations and 
measurements, so as to define the outline of the foot of the bluffs and 
terraces, and obtain the approximate altitude of the terraces, where the 
survey had failed to do so. Some accurate additional information was 
obtained from the maps and profiles kindly furnished us by the officers 
of the Milwaukee and Saint Paul Railway Company. These additional 
examinations occupied Captain Wellman and one assistant during the 
autumn. I made a personal examination of the entire line of the Fox 
and Wisconsin route, and purchased the small steamboat Winneconne, 
to remove snags from the Wisconsin, but the water was too low to make 
any use of her that season. 

The operations on the Mississippi and Minnesota Rivers, &c., gave me 
a good deal of work. (See Annual Report of Chief of Engineers for 1868, 
pp. 299 to 385, inclusive.) In addition, a survey of the battle-field of 
Gettysburg was begun under my direction, and early in October I was 
appointed one of a special commission to examine into the condition of 
the Union Pacific Railroad and the other branch lines east of the Rocky 
Mountains. Had I known the labor and time this was to take from me, 
I should have plead inability to perform it while retaining charge of my 
other works. We did not finish the work of this commission until 
December 11. I then returned to Saint Paul, where I was unable to 
attend to anything but the disbursements and similar matters. 

Progress in 1869.—On January 15, I was made a member of the joint 
commission to examine the line of the Union Pacific and the California 
Central Railroads, to report upon their condition and point out the proper 
line on which the two roads should unite. The work on this commission 
occupied all my time in the field till April, and after that until May 15, 
in Washington, and the labor was very exhausting. The report was 
published by the Interior Department, but not generally distributed. 
When this labor ended, I was appointed commissioner to examine and 
report upon the five last completed sections of the Union Pacific Rail¬ 
road ; after doing which I returned to Saint Paul on July 14. Here I 
found a large accumulation of work requiring my attention, but had to 
at once leave it again to take charge of the construction of the bridge 
across the Mississippi at Rock Island. A curious complication of re¬ 
quirements had arisen here from incompatible conditions in the acts of 
Congress relating to the kind of bridge and its cost, or, at least, if not 
incompatible in reality, the authorized interpretation of the laws made 
them so. The attention of every one under my control was at once 
given to this matter to the exclusion of everything else, and by the 20th 
of September (the date of my annual report for 1869) a solution was 
reached as far as it was possible, and everything put in train for pro¬ 
ceeding with the bridge in the way which it has since been completed. 
My connection with the Pacific Railroad commissions aided me very 
much at Rock Island, although both greatly interfered with the report 
on the Wisconsin, which is the occasion of their being mentioned here. 

The Wisconsin River is again reported on by mein the printed Annual 
Report of the Chief of Engineers for 1869, pp. 190 and 191, my whole 
report occupying pp. 187 to 211, inclusive. I there recommend that 
$100,000 be appropriated to test the practicability of improving the 
navigation by wing dams, before finally resorting to the project for a 


262 


NAVIGATION OF THE MISSISSIPPI RIVER. 


canal, which my study and experience were leading me to, notwith¬ 
standing such plan found little favor with the public. 

The office work on the maps was nearly suspended from June till 
November. Captain Wellman resurveyed the vicinity of the railroad- 
bridges to ascertain the changes in the river-bed at these places. He 
then submitted a general report, which closed his connection with the 
work. 

In September and October, 1869, the Winneconne was employed 
removing snags and impending and fallen trees from the shores between 
Portage City and Sauk City. The obstructions thus removed are every 
year recurring, and the remedy is but a temporary one. 

In October of this year I engaged Mr. Jacob Blickensderfer, an ex¬ 
perienced canal-engineer, and together we examined the whole route 
along the Fox and Wisconsin Fivers, and afterward, with such data as 
we possessed, made an approximate location for a canal along the Wis¬ 
consin Fiver, .and prepared detailed estimates of cost of constructing it. 
A large force was now employed in inking and lettering the maps, but I 
could not take up the preparation of the fiual report, because of the 
necessity I was under of preparing a report, to be submitted to Con¬ 
gress, pointing out required modifications of the laws iu regard to the 
Fock Island bridge before the building of the superstructure could be 
commenced. The data for this report had been obtained during the 
summer and autumn by my assistant, Major Benyaurd, United States 
Engineers, and I completed it on December 4. It is printed as House 
Executive Document No. 31, Forty-first Congress, second session. The 
remainder of December was employed in attending to the current office- 
business. 

The other works carried on under me in 1869 were the operations of 
the dredge and snag boats on the Upper Mississippi, the survey and 
construction of map of the battle-field of Gettysburg, and the con¬ 
struction of a wagon-road from Duluth to the liois-Fort Indian reser¬ 
vation. 

Progress in 1870.—The winter at Saint Paul was one of unusual 
changes of temperature, the thermometer being frequently above the 
temperature of melting snow, so that affections of the throat and lungs 
became very prevalent. I was well worn out with the long-continued 
hard labor, and suffered so much from colds that I could do but little 
•work in January. However, on the 12th, I made a brief report iu regard 
to the Falls of Saint Anthony, which is printed as House Executive 
Document No. 118, Forty-first Congress, second session. 

I finally was taken sick with pneumonia, which confined me to my 
bed nearly six weeks and left me in a very enfeebled condition. While 
I was sick the order came (General Orders No. 16, February 7, 1870), 
directing me to complete my reports, and not later than the first of 
April proceed to Detroit and take charge of the survey of the lakes. 
My health, however, would not permit me to do this, and at my request 
another officer was sent to the lake survey, and I was allowed till the 
31st of May to gain strength and prepare to turn over my duties to my 
successor, who had been named when the order of February 7 was made. 

On April 30 I submitted a report on the subject of reservoirs on the 
headwaters of the Mississippi (see House Ex. Doc. No. 285, Forty-first 
Congress, second session), aud on May 24 a report on the Duluth and 
and Bois Fort reservation road (see Senate Ex. Doc. No. 104, Forty-first 
Congress, second session). On turning over my works, on May 31, 1 
made a report on the condition of them, aud suggested plans for con¬ 
tinuing operations. (See Annual lteport of the Chief of Engineers for 


NAVIGATION OF THE MISSISSIPPI RIVER. 


263 


1870, pp. 226 and 227, for what relates to the Wisconsin River; pp. 224 
to 289 relate to my Western works, and pp. 444 to 454 to Eastern works.) 

My new station was fixed at Newport, R. I., and I was authorized to 
take with me such notes, drawings, &c., as were needed to complete my 
final reports. Everything, however, was left with my successor this 
season for reference, and directions were given to make copies of all 
needed for continuing improvements, assistants being employed under 
my direction for this purpose. There had been very little work doing 
at my new station prior to my arrival, aud it promised to afford me an 
opportunity for uninterrupted employment on the unfinished reports, 
which related to the Minnesota River, the Wisconsin River, to the 
Upper Mississippi River, and to the bridges on the Mississippi River. 

Congress, however, made provision for a number of improvements 
and surveys in my new district, and as this was my first experience iu 
harbor-works on large bodies of water, my time was much taken up in 
studies of the subject as well as in carrying out the improvements. I 
also had to report on the proposals for the superstructure of Rock Island 
bridge, aud was engaged a large part of the autumn on the Board of 
Engineers on the Ohio River bridges (see Annual Report of Chief of 
Engineers for 1871, pp. 397 to 457), and the international bridge across 
the Niagara River (see Annual Report of Chief of Engineers for 1871, 
pp. 217 to 221), which, with my duties at Newport and some minor oper¬ 
ations, allowed no time for other work. 

Progress in 1871.—The completion of the reports on the bridges on 
the Ohio River and the Niagara River, and other work, engaged me till 
March, at which time I had the Wisconsin and other unfinished Western 
river work sent to me. A thorough revision of all the maps and sections 
was made in this year, and complete tracings made of them and sent to 
the Chief of Engineers. Some parts of the map, on a scale of 2 inches to 
the mile, have been published with Colonel Houston’s reports. 

The improvement of the Wisconsin by means of wing-dams was begun 
this season, under Col. D. C. Houston, United States Engineers, and he 
visited me in June, and I gave him my views on the subject. He states 
in his annual report that he could notcommence work earlier than June 
for want of necessary maps iu my possession ; but this was not my fault. 
All the maps he needed for commencing had been copied the summer 
previous, and left with the officer in charge of the work. In some way 
they were mislaid, and, as soon as I was informed of it, other copies 
were made. Colonel Houston reported the result of this year’s opera¬ 
tions with wing-dams as very satisfactory. 

Besides my duties at New.port this year (see Annual Report of Chief 
of Engineers for 1871, pp. 727 to 828, inclusive), I was a member of a 
Board of Engineers to report upon the alterations in the Cincinnati 
bridge, and of another on the harbor of Chicago. 

Progress in 1872.—My attention having been called to the success of 
the improvement of the Garonne River, in France, by a brief account of 
it in a report by Major Merrill, United States Engineers, on the harbor 
of Saint Louis, made to the mayor of that city in 1809,1 obtained copies of 
the reports of M. Baumgarten ’aud M. Fargue, published iu the “Anuales 
des Pouts et Chaussees,” for the purpose of making an estimate of the cost 
and probable result of applying a similar plan to the Wisconsin River. 
M. Baumgarten’s work we translated, reducing the measures to English 
ones, and copied the maps and diagrams, which it seems to me very 
desirable to have published. This work would convey a great deal of 
useful information, aud correct some important misconceptions of river- 


264 


NAVIGATION OF THE MISSISSIPPI RIVER. 


improvements. The work will be again referred to when treating of the 
improvement of the Wisconsin River. 

This year, besides my duties at my station, which were very exten¬ 
sive (see Annual Report of Chief of Engineers for 1872, pp. 815 to 955, 
inclusive), I made a report on the subject of bridging the Mississippi at 
La Crosse (Annual Report of Chief of Engineers for 1873, pp. 554 to 
563), and one upon the bridge across the Missouri at Saint Joseph,and its 
auxiliary works. I was, besides, a member of a board of Engineers on the 
Mississippi River, between the mouth of the Illinois River and Meramec 
River (Annual Report for 1872, pp. 358 to 366), and was engaged about 
one mouth in Washington as a witness in a suit brought against the 
United States by the contractors for the masonry of the Rock Island 
bridge. 

Some considerable work, however, was done in preparing the mate¬ 
rial for the Wisconsin River report, but there was not enough time to 
write it out connectedly. 

Progress in 1873.—Very considerable progress was made in the Wis¬ 
consin report in January and February, but a stop was made on the 
passage of the act for rivers and harbors on March 3, as it was neces¬ 
sary that the work at this station should be at once resumed (see An¬ 
nual Report for 1873, pp. 947 to 1051). The remainder of this year was 
taken up with these duties and with service as member of the Board of 
Engineers on bridging the navigable channels between Lakes Huron 
and Erie (see Annual Report of Chief of Engineers for 1874, pp. 587 to 
636); as member of the Board of Engineers on the bridge at Saint Louis 
(see Annual Report of Chief of Engineers for 1874, pp. 636 to 680); and 
of the Board of Engineers on the Fort Saint Philip Canal project (see 
Annual Report of Chief of Engineers for 1874, pp. 823 to 854). The 
duties on these boards occupied me almost exclusively six months. 

Progress in 1874.—Early in this year I prepared, with great care, a 
report on the previous season’s operations near Edgartown, Mass. Ou 
the 30th of June I was relieved of about half my duties at my Newport 
station; and the closing up of the different works, so as to make a 
proper transfer, consumed a good deal of time. For the duties at New¬ 
port, see Annual Report of Chief of Engineers for 1874, pp. 183 to 289, 
vol. 2. In the summer I was made a member of the commission on the 
reclamation of the overflowed lands of the Lower Mississippi. 1, how¬ 
ever, got on my former Western river operations, and completed the final 
report on the Minnesota River (see House Ex. Doc. No. 76, Forty- 
third Congress, second session, republished in Annual Report of Chief 
of Engineers for 1875, pp. 380 to 451). I also nearly finished the Wis¬ 
consin report, and probably would have finished it if I had not had to 
atteud, early in December, the meetings of the commission on over¬ 
flowed lands at Washington. This duty was not finished till near the 
middle of January (see report printed as House Ex. Doc. No. 127, Forty- 
third Congress, second session, reprinted in Annual Report of Chief of 
Engineers for 1875, pp. 536 to 678). 

During 1874 I had an opportunity for the first time to study the large 
publication in relation to the construction of the great Ganges Canal in 
India, written by Colonel Cautley, of the royal engineers. 

During the present year (1875) I have spent all the spare time I could 
get in working up the data on the Upper Mississippi River survey, some 
of which was applicable to questions arising in the present report, and 
also in revising and partly rewriting this report. It has been a long and 
in many respects a tiresome task, which is now completed. The frequent 
interruptions and long intervals at which it was suspended caused each 


NAVIGATION OF THE MISSISSIPPI RIVER. 


265 


time a strong mental effort to recover wbat had passed out of the mind 
under the pressure of intervening occupation. Much of the interest be¬ 
longing to the subject was thus wasted or lost. I have had the faithful 
assistance of a number of engineers, among whom I would especially 
name Messrs. D. W. Wellman, W. W. Rich, and J. P. Cotton. 

The expense of the examinations and surveys in 1866, 1867,1868,1869, 
together with the construction and copying of the original maps and the 
preparation of this report and the diagrams to illustrate it, has been 
about $39,000. This is exclusive of my own labor and that of Major 
Suter. 


Chapter II. 

EARLIEST HISTORICAL ACCOUNTS OF THE ROUTE OF THE FOX AND 

WISCONSIN RIVERS. 

Introductory remarks—History of discovery, &c., by John G. Shea— Events 
leading to discovery—Adventures of the Sieur Nicolet, A. D. 1639—Discovery delayed 
by Indian wars—Discoveries by Father Marquette and the Sieur Jolliet—Captivity 
of and discoveries by Father Hennepin, 1680-’81—His fescue by Lieutenant Du Luth— 
Early History of Michigan, by C. Lanman —Condition of the country at the 
. time of English occupation in 1760—Condition not changed by the English occupa¬ 
tion, which nominally ended in 1783—Wonderful changes wrought by the Ameri¬ 
can Republic— Note by Jonathan Carver, 1766— Recommendation of Lieut. 
Z. M. Pike, United States Army, 1805 —Report of Major Long, United 
States Army, 1817 and 1819 —Map of the route, by Capt. H. Whiting, Fifth 
United States Infantry, 1819, with notes—Conclusion of chapter. 

INTRODUCTORY REMARKS. 

A very interesting natural feature is presented by the courses of the 
Wisconsin and Fox Rivers. They flow toward each other to within 1J 
miles of meeting, and then, turning in opposite directions (although 
separated only by a low plain, across which their floods intermingle), the 
waters of the one pursue a southerly course to the distant Gulf of Mex¬ 
ico, and those of the other a northerly direction to the equally remote 
ocean-receptacle, the Gulf of Saint Lawrence. Each of these termini 
was a region beyond the bounds of the knowledge of the aboriginals on 
the banks of the two rivers. While all relating to the distant seas to 
which these waters flowed was to them a mystery, they could yet readily 
appreciate the advantages the near approach of the two streams afforded 
them as an easy route of communication between the Mississippi and 
the great lakes, and it was but natural that their wonder should ascribe 
the existing conditions to the work of a deity, and that they should 
make offerings to him for his favor, acts which appeared shockingly 
idolatrous to the early missionaries. Every enterprise of man in new 
regions seeks the paths which nature has provided, and thus in due 
course of events this route became the path by which white men first 
reached the great river—the Miclii-Sipi—in early periods of American 
history. 

HISTORY OF DISCOVERY, ETC., BY JOHN G. SHEA. 

I take the following account of discovery from the work of John G. 
Shea, entitled “Discovery and Explorations of the Mississippi Valley,*’ 
published by Redfield, Nos. 110 and 112 Nassau street, New York, 1853. 
This publication contains a print of the original map made by Father 
Marquette (then recently found among the records preserved at Saint 
Mary’s College, Montreal), a reduced copy of which accompanies this 



266 


NAVIGATION OF THE MISSISSIPPI RIVER. 


chapter. (Plate I.) The account which I present is mainly made up of 
quotations, with merely such minor changes and interpolations as large 
omissions and a little different arrangement require; the distinction be¬ 
tween modified and quoted matter is intended to be preserved by quo¬ 
tation-marks. 

Events hading to discovery. —“Quebec was founded by Champlain in 1608. He was 
soon joined by Recollet friars, and while he entered the Seneca country with his Hu¬ 
ron allies, the intrepid Father Le Caron had ascended the Ottawa and reached the 
banks of Lake Huron. Subsequently, others joined him there ; they invited the Jesuits 
to aid them, and the tribes in the peninsula were visited from Detroit to Niagara and 
from Lake Nipissing to Montreal. 

“ The capture of Canada by the English in 16*29 defeated any further missionary ef¬ 
forts for a time, but it was restored in 1632, and the Jesuits set out to continue the 
mission alone. They now became the first discoverers of the greater part of the inte¬ 
rior of this continent. * * * Within ten years of their second arrival they had 

completed the examination of the country from Lake Superior to the Gulf, and 
founded several villages of Christian neophytes on the borders of the upper lakes. 
While the intercourse of the Dutch was yet confined to the Indians in the vicinity of 
Fort Orange, and five years before Eliot, of New England, had addressed a single word 
to the Indians within six miles of Boston Harbor, the French missionaries planted the 
Cross at Sault Ste. Marie, whence they looked down on the Sioux country and the 
Valley of the Mississippi.” 

X X x- if jf x jt 

Adventures of the Sieur Nicolet, A. D. 1639.—“As early as 1639 the adventurous and 
noble-hearted Sieur Nicolet, the interpreter of the colony, had struck west of the Hu- 
rons, and, reaching the last limits of the Algonquins, found himself among the Ouine- 
pegon (Winnebagoes). * * * With these Nicolet entered into friendly relations, 

and, exploring Green Bay, ascended Fox River to its portage, and embarked on a river 
flowing west.” 

And heavers that had he sailed three days more he would have found 
the sea. The u sea ” was the interpretation this traveler, like others, had 
given to the Indian name “ Mississippi,” which in their language sig¬ 
nified u great water.” 

Discovery delayed by Indian wars. —The war which broke out in 1641 
between the Iroquois (Six Nations) and the Hurons (Wyandots) de¬ 
stroyed the Jesuit missions to the latter, in the extreme west, and 
drove the Hurons from their lands. A remnant of them located them¬ 
selves near the place known now as La Poiute, near Bayfield, on Lake 
Superior, at which a mission called La Poiute du St. Esprit was located 
in 1658, but soou after abandoned for Macinac on account of the hostility 
of the Dakotas. Lake Superior receives its name from being the “ Lac 
Superieur,” or Upper Lake, of the Ottawas. These Indian wars so re¬ 
tarded explorations in these regions that no material advance was made 
till 1673. But— 

“The course of the Mississippi, its great features, the nature of the country, were 
all known to the western missionaries and tho traders, who alone with them carried oh 
the discovery of the West. Among the latter was Jolliet, who in his rambles also pen¬ 
etrated near the Mississippi.” 

As these Indian wars seemed an obstacle to so hazardous an under¬ 
taking on the part of the missionaries as the exploration of the great 
river, they— 

“Urged the French court to set on foot an expedition, * * * and at last, on the 

4th of June, 1672, the French minister wrote to Talon, then intendant of Canada, ‘ as, 
after the increase of the colony, there is nothing more important for the colony than 
the discovery of a passage to the South Sea, His majesty wishes you to give it your 
attention.'” 

Discoveries by Father Marquette and the Sieur Jolliet. —Just at this time 
Frontenac succeeded Talon, who returned to France. The Sieur Jolliet 
was appointed to the charge of the expedition, and the pious Jesuit 
Pere Marquette, was selected to accompany him. It is from the journal 


NAVIGATION OF THE MISSISSIPPI RIVER. 


267 


and map of the latter that our best knowledge of the expedition is de¬ 
rived. Those made during the voyage by Jolliet were lost by him in 
descending the rapids of the Saint Lawrence River, near Montreal, and 
those subsequently made by him were from memor}^ 

Marquette says: 

“It was on the 17th of May, 1673, that we started from the mission of Saint Igna¬ 
tius, at Michilimakinac, where I then was. Our joy at being chosen for this expedition 
roused our courage and sweetened the labor of rowing from morning till night, As 
we were going to seek unknown countries, we took all possible precautions that, if our 
enterprise was hazardous, it shoud not be foolhardy; for this reason we gathered all 
possible information from Indians who had frequented those parts, and even from their 
acc unts traced a map of all the new country, marking down the rivers on which wo 
were to sail, the names of the nations aud places through which we were to pass, the 
course of the great river, and what direction we should take when we got to it. 

“Above all, I put our voyage under the protection of the Blessed Virgin Immaculate, 
promising her that if she did us the grace to discover the great river, I would give it 
the name of Conception.” 

Marquette was faithful to his promise, and inscribed on his map of 
the great river, U R. de la Conception.” The Algonquin name, however, 
by which it had become known to the French through the Indians, has 
prevailed over that given by Marquette, and over that of u Rio del 
Espiritu Santo,” given by the Spaniards to its lower course more than 
one hundred and fifty years previous, and over that of “ R. de Colbert,” 
tine name of the great miuister of Lous XIV, which Father Heuuepiu 
vainly endeavored to fasten upon it a few years after. 

The name Micbi-Sipi, literally great water, for a while thought to 
refer to the Pacific Ocean, has become the name of the great river for 
all time. 

At the period of the expedition of Jolliet and Marquette the discov¬ 
eries of the Spaniards on the lower Mississippi had been forgotten. 

“And although explored for at least a thousand miles, known to have at least two 
branches equal in size to the finest rivers of Spain, to be nearly a league wide and 
perfectly navigable, it is laid down on maps as au insignificant stream, often not even 
distinguished by its name—Espiritu Santo—and then we are left to conjecture what 
petty line was intended for the great river of the West.” 

Let us resume the journal of Marquette. He says: 

“ We made our paddles play merrily over a part of Lake Huron and that of the Illi¬ 
nois” (Lake Michigan) “ into the Bay of the Fetid ” (Green Bay). 

Here he remarks the tide at its head, an effect much studied since, 

“ Which has its regular flow and ebb, almost like that of the sea.” 

At this point, on the site of the present city of Green Bay, was the 
mission of Saint Francis Xavier. 

The expedition reached Maskoutens on the 7th of June, which place 
was supposed by Marquette to be the limit of the previous discoveries 
of the French. This was probably the vicinity of the present village 
of Roslin, as Marquette says it was three leagues from the Wisconsin. 
According to the narrative of Major Long’s expedition to the source of 
the Saint Peter’s River in 1823, the league of Marquette and Hennepin 
is 2f English miles. 

On “ the 10th of June,” Marquette says : 

“Two Miamis, whom they” (thelndiaus) “had given us as guides, embarked with us 
in the sight of a great crowd, who could uot wonder enough to see seven Freuchmeu 
alone, in two canoes, dare to undertake so strange aud hazardous an expedition. 

“We knew that there was, three leagues from Maskoutens, a river emptying into 
the Mississippi; we knew, too, that the point of the compass we were to hold to reach 
it was the west-southwest; but the way is so cut up by marshes and little lakes that 
it is easy to go astray, especially as the river leading to it js so covered with wild oats 


268 


NAVIGATION OF THE MISSISSIPPI EIVER. 


that you can hardly discover the channel. Hence we had good need of our two guides, 
who led us safely to a portage of twenty-seven hundred paces, and helped us to trans¬ 
port our canoes to enter this river, after which they returned, leaviug us alone in an 
unknown country, in the hands of Providence.” 

* * * * * * * 

“Theriver on which we embarked is called Meskousing” (Wisconsin); “it is very 
broad, with a sandy bottom, forming many shallows, which render navigation very 
difficult. It is full of vine-clad islets. On the banks appear fertile lands diversified 
with wood, prairie, and hill. Here you find oaks, walnut, whitewood, and another 
kind of tree with branches armed with long thorns. We saw no small game or fish, 
but deer and moose in considerable numbers. 

“ Our route was southwest, and after sailing * * * 40 leagues on this same route, 

we reached the mouth of our river, and * * * safely entered the Mississippi on the 

17th of June, with a joy that I caunot express.” 

I shall not follow Father Marquette further ou in the journal of his 
voyage in detail, as he says no more about the Wisconsin Biver, and 
never visited it again. He continued down the Mississippi to about the 
mouth of the Arkansas Biver, where he and Jolliet no longer doubted 
that the Mississippi terminated in the Gulf of Mexico. The object of 
the expedition as ordered by the French court was tiius accomplished, 
and to proceed farther would endanger the results of their explorations 
by exposing them to the liability of being captured by the Spaniards on 
the Lower Mississippi. They, therefore, turned back and ascended the 
Mississippi to the mouth of the Illinois Biver, up which stream they 
proceeded as far as the portage near the present site of Chicago, where 
they crossed over to the shore of Lake Michigan, and coursed along it 
to the mission at Michilimackinac. 

Captivity of and discoveries by Father Hennepin , 1680-’81.—In 1680-’81 
Father Hennepin, a Franciscan, a member of one of the religious orders 
which succeeded the overthrow of the Jesuits, descended the Illinois 
Biver to its mouth, and was there made prisoner by the Dakotas. They 
carried him up the Mississippi above the Falls of Saint Authouy, which 
he named after Saint Anthony of Padua, and then up the river he named 
Saint Francis (since kuown as Bum Biver, from it dark amber-colored 
water), to its source in Lake Issati (now named Mille Lacs), where he 
spent the winter. The Dakota traditions still make this lake the ancient 
center of their nation. 

His rescue by Lieutenant l)u Lutli .—At Lake Issati Father Hennepin 
was ransomed by a French officer named Du Luth, and returned with 
him by way of the Wisconsin and Fox Biver route to the French settle¬ 
ments. This closes what I have taken from the works of Mr. Shea. 

Early history of Michigan, by C. Lanman. —A very good account of the 
early occupation of Wisconsin is given by Mr. Charles Lanman in his 
History of Michigan, published by E. B. Smith & Co., Detroit, from 
which I take a few general remarks. 

Condition of the country at the time of English occupation in 1760.—Ex¬ 
cept the noble aims of the missionaries, the only object of the French 
was to pursue the fur-trade, which was vigorously carried on through 
every channel which nature presented. Such small settlements as they 
formed about the trading-posts were prevented from expanding by tyran¬ 
nical restrictions. Agriculture, instead of being stimulated, was re¬ 
pressed and the settlers were but the servants of gigantic corporations, 
royal monopolies, whose rule was solely for their own pecuniary benefit. 

The Frenchmen affiliated with the savages, married their women, and 
their progeny of half-breeds became the main working force of the fur- 
companies. Their villages were small and confined to limited areas, and 
they developed a condition of life which here and there still survives 
through all the mutations of succeeding events, which have sw’ept away 


NAVIGATION OF THE MISSISSIPPI RIVER. 269 

the red man, given rise to populous cities of another race, and reticu¬ 
lated the land with railways. 

Condition not changed by the English occupation , which nominally ended 
in 1783.—The victory of the English over the French at Quebec in 1760, 
which caused in the same year the capitulation at Montreal and the 
surrender to the English of the control of the whole region, effected 
little change there. The fur-trade was pursued as before. The French¬ 
men and their descendants remained unmolested. 

Wonderful changes wrought by the American Republic. —Even the suc¬ 
cess ot the American Revolution, by which the control of a large piece 
of the fur bearing regions passed in 1783 to the control of the United 
States, made but little change in the development of the country till the 
steady approach of the pioneer American settlers caused the gradual 
extinction of the Indian titles to the land, and the creation of territorial 
governments, which soon after developed into States. It is almost 
wholly within the last fifty years that the marvelous transformation of 
our Northwest has been brought about, which contrasts so pleasantly 
with what existed before. 

NOTE BY JONATHAN CARVER, 1766. 

The village at Prairie du Chien, when visited by Jonathan Carver in 
1766, was estimated by him to contain three hundred families. A rem¬ 
nant of this village, as distinct as the aboriginals from the inhabitants 
of the American city, still occupies the old village site. 

RECOMMENDATIONS OF LIEUT. Z. M. PIKE, UNITED STATES ARMY, 1805. 

In 1805 Lieutenant Pike, United States Army, in a report of an ex¬ 
ploration toward the source of the Mississippi, recommended the build¬ 
ing of a fort on the high bluff on the Mississippi opposite the mouth of 
the Wisconsin liiver, to control the movements of the Indians along it 
and protect the white settlers. 

REPORT OF MAJOR LONG, UNITED STATES ARMY, 1817 AND 1819. 

The Wisconsin River was visited by Maj. S. H. Long, United States 
Topographical Engineers, in 1817, and again in 1823, and he thus de¬ 
scribes it: 

“ The Wisconsin River, from its magnitude and importance, deserves a high rank 
among the tributaries of the Mississippi. When swollen by a freshet, it affords an easy 
navigation for boats of considerable burdeu through a distance of more than 180 miles. 
Its current is rapid, and, like the Mississippi, it embosoms innumerable islands. In a 
low stage of water its navigation is obstructed by numerous shoals and saud-banks. 
At the distance from its mouth above mentioned” (too great an estimate by 60 miles) 
“ there is a portage of one mile aud a half, across a Hat meadow, which is occasionally 
subject to inundation, to a branch of Fox River of Green Bay, thus affording auotlier 
navigable communication which boats have been known to pass. The valley of the 
Wisconsin is somewhat narrower than those of most other rivers of this region, but in 
other respects is very similar to them. The high country here assumes a more hilly 
and broken aspect, and the soil becomes more saudy aud meager.” (See Long’s Expedi¬ 
tion to the Source of the Saint Peter’s River, vol. 2 , chapter v.) 

MAP OF THE ROUTE BY CAPT. H. WHITING, FIFTH UNITED STATES 
INFANTRY, 1819, WITH NOTES. 

In 1819 tbe Fifth Regiment of United States Infantry made the voy¬ 
age from Fort Hpward, near Green Bay, to Prairie du Chien, via the 


270 


NAVIGATION OF THE MISSISSIPPI RIVER. 


Fox and Wisconsin Fivers, and Capt. Henry Whiting, of that regiment, 
prepared a map of the route on a scale of an inch to 4 miles, with nu¬ 
merous marginal notes. From these the following description is com¬ 
piled : 

Fort Howard is on the left bank of the Lower Fox Fiver, about 2 
miles from its mouth ; about 3 miles above are rapids and a mill, and 
between these and the fort was a French settlement, occupying both 
banks of the river, and numbering about sixty families. From the 
rapids at the mills to the Grand Chute the current is generally so rapid 
as to render a tow line and setting poles necessary, and the boats are 
for the most part moved up iu that way. In this space were passed, 
first, the Little Kakalin Fapids, one-quarter of a mile in length, easily 
surmounted with setting-poles and oars; second, the Great Kakalin 
Fapids, 1 mile in length, very broken and violent, where' the boats are 
unloaded, and the baggage transported 1,000 yards by land; third, La 
Petite Chute, a ledge stretching across the river, making a descent of 
about 12 inches; fourth, La Grosse Foche, which makes a perpendicular 
fall of about 2 feet. Both these two last mentioned are surmounted 
with loaded boats. 

At La Grande Chute there is a perpendicular fall of about 4 feet all 
across the river, and the boats have to unload and the baggage is trans¬ 
ported 500 yards. Above the Grande.Chute and below Lake Winnebago 
there are two or three inconsiderable rapids which are surmounted with¬ 
out much difficulty or delay. 

The Fox Fiver thence to the portage has always a strong current and 
is often entirely overgrown with grass and wild rice, but presents no 
other impediments. It winds through a narrow prairie bordered by 
oak-openings and undulating lands, generally of a beautiful appearance, 
but probably not remarkably rich iu their soil, which, wherever the river 
washes them, seems to be a sandy, reddish loam. 

The portage between the Fox and Wisconsin Fivers is about 2,500 
yards; the road runs over a marshy prairie. There is a Frenchman 
residing on.the rising ground between the rivers. He keeps the proper 
transportation for boats and baggage. 

The limestone bluffs and highlands begin on the Winconsin about 8 
miles below the portage. Just above Prairie du Sac appears to be the 
apex of the highland of the Wisconsin and the head of the great valley 
through which that river winds. The river is full of islands, formed by 
the sand-bars, which are constantly increasing in number. The general 
depth of the river is, at the ordinary height of the water, 4 to 5 feet, 
but the sand-bars often extend entirely across the river, and have not 
more than 8 or 10 inches of water; the sands, however, are quick, and, 
oppose but little resistance. 

From a peak of the highlands near the river (Bogus Bluffs), about 
500 feet high, one has a view of the valley and the highlands of the Wis¬ 
consin. The valley is 4 and 5 miles wide, about half covered with 
wood, and apparently rich. The highlands appear to be nearly parallel, 
and eroded ridges, cut transversely, presenting their broken sections to 
the valley, and all of them exhibiting more or less marked strata of 
rocks, which wear the aspect of castles, towers, turrets, &c., dilapidated 
and desolate. These highlands appear to be the common level of the 
country broken into ridges, and covered with a scanty vegetation. 

CONCLUSION OF CHAPTER. 

The history of the Wisconsin and Fox Fiver route and the region it 
traverses continues to relate principally to Indian traders, military 


NAVIGATION OF THE MISSISSIPPI RIVER, 


271 


operations, and Indian wars, down to the close of the Black Hawk war, 
about 1832. It was along the Wisconsin that this heroic chief and his 
despoiled followers attempted to escape, aud near the mouth of which 
they were all destroyed, except a few that were granted quarter. 

Wisconsin formed part of the Northwest Territory till the year 1848, 
when it was admitted as a State in the Union. Much prosperity at¬ 
tended the first settlements along the Wisconsin Iiiver on account of 
the natural advantages for business which it presented. The construc¬ 
tion of the railroads from Milwaukee to La Crosse aud from Madison to 
Prairie du Chien soon drew the trade and inhabitants away trom the 
banks of the river. The warehouses and many dwellings were aban¬ 
doned and fell into decay. Long reaches of river became the almost 
undisturbed homes of wild animals. The Indians, who had been moved 
farther west began to straggle back to their old haunts. While we 
were examining the rivers, the smoke of their camp-fires could frequently 
be seen, arid around them they cooked aud ate their game in primitive 
simplicity. Their canoes were often met by us. Almost every feature 
of the landscape as it was two hundred years ago seemed in places 
restored, and it required no effort of the imagination, in the haze and 
mists of twilight, to picture to ourselves the canoes of Jolliet and Mar¬ 
quette as they glided down the stream on their adventurous voyage of 
discovery. 


Chapter III. 

HISTORY OF THE IMPROVEMENT OF THE ROUTE ALONG THE FOX AND 
WISCONSIN RIVERS SINCE SURVEYS AND IMPROVEMENTS WERE BEGUN; 
PROGRESS OF THE IMPROVEMENTS AND CONDITION DOWN TO 1870. 

Survey under War Department, in 1836, by Mr. Center, civil engineer—Survey under 
War Department, in 1837, by Mr. Pettival, civil engineer—Bill for the improvement 
of these rivers and for a canal to unite them, reported by United States Senate com¬ 
mittee in 1839—Survey of the Fox and Wisconsin Rivers, under War Department, by 
Captain Cram, in 1839—Report upon survey and estimates of Captain Cram, made 
by committee of House of Representatives in 1846—Survey of Green Bay under War 
Department, by Capt. W. G. Williams, in 1845—Lands granted to the State, on its 
admission into the Union, for improving the navigation of the Wisconsin and Fox 
Rivers and for constructing a canal to unite them; act approved August 6, 1846— 
Operations in 1848; report of board of public works for 1848—List of rapids on 
Lower Fox River, with the fall at each—Operations in 1849; report of board of 
public works for 1849—Character of the Wiscousin and difficulty of improving its 
channel, stated by Alton—Operations in 1850 ; report of board of public works for 
1850—Operations in 1851; report of board of public works for 1851—Plan of improv¬ 
ing the Wisconsin River, by Acting Commissioner Croswell—Operations in 1852 ; 
report of board of public works for'1852—Condition of the Wisconsin River improve¬ 
ment and a plan for continuing the same, by Acting Commissioner Richardson — 
Table of expenditures on the Wisconsin River—Expenditures made in 1852—Table 
of total expenditures to date—Geological Survey of the Wisconsin—Progress of 
improvement in 1853—Surrender of the works of improvement, lands, &c., by the 
State to a company, June 1, 1853—Company chartered, with conditions, July 6, 
1853—Condition and character of the works in 1854, by C. D. Westbrook, jr.—Reser¬ 
voir on the headwaters of the Wisconsin as a means to increase its low-water depth, 
suggested by Mr. Westbrook—Expenditures by the company from August 20, 1853, 
to November 15, 1854 —Progress of the Fox and Wisconsin River improve¬ 
ment subsequent TO 1855-’56—Additional lands granted to the State by Con¬ 
gress—Increased capacity of the improvement required by the State—Condition of 
the works January, 1859 ; report of the chief engineer of the company, Mr. D. C. 
Jennd—Condition of the improvement in 1860; report of the president of the com¬ 
pany to a committee of the State legislature—Navigation of the Wisconsin can be 
improved by running a steamboat; money expended otherwise would beof no avail; 
from same report of president of company—Expenditures from October 3, 1856, 
to December 31, 1859—Expenditures from beginning of improvement in 1848 to 



272 


NAVIGATION OF THE MISSISSIPPI RIVER. 


1859—Operations in 1860-’61-’62 ; report of superintendent of company—Increased 
capacity necessary for passage of gunboats ; estimated cost of, by Mr. Jennd, civil 
engineer, in 1862 —Renewal of interest in the improvement by the United 
States— Report of Committee on Naval Affairs, Thirty-seventh Congress, upon the 
improvement, with estimates for an increase of capacity so as to pass gunboats, 1863 
—Company having failed to perform its agreement, the works of improvement, land, 
&c., were sold in 1866—Green Bay and Mississippi Canal Company, incorporated by 
the State August 15, 1866—Examination and estimates ordered by Congress—Condi¬ 
tion of these rivers, improvement,, &c., 1866—Condition of the Lower Fox River im¬ 
provements in 1866—Condition of the Upper Fox River and improvement in 1876— 
Condition of the Wisconsin River in 1866 —Works of improvement, &c., in 1867 —* 
Works of improvement in 1868— Works of improvement in 1869 —Concluding 

REMARKS TO CHAPTER HI. 

Survey under War Department in 183G, by Mr. Center , C. E .—On account 
of the increasing importance of the Fox and Wisconsin route of com¬ 
munication, a survey was made under the instructions of Colonel Abert, 
chief of Topographical Engineers, United States Army, in 1836, at the 
entrance of the Fox Fiver into Green Bay. This survey was made by 
Mr. A. J. Center and Lieutenant Rose, both of the Army, the former 
of whom made the report after he had resigned from the Army. 
Mr. Center’s report was dated in April, 1838, and I believe it was not 
published. The survey extended from Fort Howard to Tail Point, a 
distance of about 6 miles. The map was made on a scale of 8 inches to 
a mile. 

Great interest was taken in the improvement of this route by the War 
Department, as it would facilitate the movement and supply of troops 
operating to protect settlers against hostile Indians. 

Survey under War Department in 1837 by Mr. Pettival , C. E .—In April, 
1837, instructions were issued from the Topographical Engineer Bureau 
of the War Department to J. B. Pettival, civil engineer, to make a sur¬ 
vey and examination of the Fox River, for the purpose of determining 
the best practical mode of improving the navigation. A part of the 
Upper Fox was meandered while so overflowed that the chaiu was 
buoyed up by floats and stretched on the surface of the water. This 
survey was so hurried that another one was recommended. The report 
was printed as Doc. No. 102, House of Representatives, War Depart¬ 
ment, Twenty-fifth Congress, third session. Mr. Pettival’s description 
of, and remarks upon, the physical features of the route are very inter¬ 
esting, and will be referred to by me in treating of the physical features. 

Bill for the improvement of these rivers and for a canal to unite them , 
&c .—On February 11, 1839, the United States Senate Committee on 
Roads and Canals, to which were referred the memorials of the legisla¬ 
ture of the Territory of Wisconsin (Wisconsin being all that was left of 
the Northwest Territory after Michigan was admitted in 1837) upon the 
subject of improvement of the navigation of certain rivers in Wisconsin, 
reported a bill the first section of which provided “for the improvement 
of the navigation of the Wisconsin and Neenah (Upper Fox) Rivers, 
and for their connection by a canal.” The report says : 

The Wisconsin may be rendered navigable by the removal of the timber from its 
banks where it overhangs the channel, and occasionally contracting its waters by 
closing the heads of the sluices or shallow channels around the islands. * * * Its 

general width is about a mile; these improvements, therefore, will permit the steam¬ 
boats which navigate the Upper Mississippi to ascend this river to the Great Bend 
nearest to Lake Michigan. 

A grant of laud was recommended to supply funds for this improve¬ 
ment. 

1 have quoted in full the method recommended for improving the nav¬ 
igation of the Wisconsin River. It has ever since been regarded with 


NAVIGATION OF THE MISSISSIPPI RIVER. 


273 


particular favQr, and, although it may be made to accomplish as much 
as was then proposed, it is a work of great difficulty, if it is not imprac¬ 
ticable, to make it meet the present wants of a through line of water- 
transportation between the lakes and the Upper Mississippi. I shall 
especially quote all the plans proposed for improving the Wisconsin 
River as we reach them in the following chronological history of the 
improvements. 

Survey of the Fox River , under the War Department , by Captain Cram , 
in 1839.—The next surveys for the purpose of improvement on the Fox 
and Wisconsin route were conducted by and under Capt. T. J. Cram, 
Topographical Engineers, in 1839. This report is dated January, 1840, 
and forms Senate Document No. 318, Twenty-sixth Congress, first ses¬ 
sion. Its title is “Report on the further survey and estimate of the cost 
of improving navigation of the Fox and Wisconsin Rivers, and con¬ 
necting the same by a navigable canal or water-communication.” 

Report upon survey and estimates of Captain Crain, made by the commit¬ 
tee of House of Representatives in 1845.—This report of Captain Cram is 
also embodied iu the report of the House Committee on the Public 
Lands, House of Representatives, No. 551, Twenty-ninth Congress, first 
session, dated April 6, 1840, which is the'one I have consulted. There 
are printed with this report both general and special maps. He refers 
in the opening of his report to three routes for communication by water 
between the Mississippi and Lake Michigan, as follows: 

Rou f e No. 1. Through the valley of the Wisconsin River to the portage; thence by 
a canal across the portage into the Fox; thence down this river to Green Bay. 

Route No. 2. Through the valley of the Rock River, from its mouth to the head of 
its natural navigation ; thence by canal into the southern extremity of Lake Winne¬ 
bago ; theuce through rhis lake and the lower part of the Fox River into Green Bay. 

Route No. 3. Through the valley of the Illinois River, from its mouth to the head of 
its navigation; the ce by means of a canal along the valley of the uunavigable part 
of the river to the southwestern part of Lake Michigan. 

The general features of route No. 1 and the more immediate surveys 
called tor are stated as follows by Captain Cram; 

Those steamers that are in the habit of navigating the Upper Mississippi, in attempt¬ 
ing to ascend the Wisconsin in times of low water, meet with sand-bars. These are 
the only obstructions, and they are of a nature such as to be continually shifting their 
positions. The same steamers, however, which are unable to a s cetid in lowest stages of 
water, meet with no difficulty in ascending the Wisconsin during spring aud fall as- 
far up as the portage; and there is no doubt that steamers of sufficient tonnage could 
be constructed with a draught sufficiently small to allow of their passage up the 
Wisconsin in the present condition of its sand-bars, even iu times of ordinary low 
water; and as the m< st serious obstacles pertaining to the whole of route No. 1 were 
known to be in the Fox, it was deemed best to commence the survey upon the part of 
the Wisconsin in the vicinity of Fort Winnebago and proceed across the portage into 
the Fox and down the same to Green Bay. In pursuance of this plan, not only has a 
general reconnaissance of the whole Fox been made, but all places demanding improve¬ 
ment have been surveyed in a manner necessary to estimate the cost of improving the 
navigation, as required in the act of Congress which directed the survey and estimate 
to be made. 

Captain Cram, therefore, made surveys at the portage between the 
Wisconsin aud Fox Rivers; at the Winnebago Rapids at the outlet of 
Lake Winnebago, aud at Grande Chute, Little Chute, Grand Kakaliu, 
Rapide Croche, Little Kakalin, and Depere(the parts occupied by rapids) 
iu the Lower Fox. His proposed plans of improvement contemplated 
canals 40 feet width at bottom, 55 feet at water-line, and 5 feet depth.. 
The lock-chambors were to be 110 feet by 30 feet. Dams were to be 
built at the rapids; and sharp elbows, bar-deposits,, and trees were to- 
be removed from the Upper Fox. The estimate of total cost was. 
$448,470.18, divided up as follows: 

H. Ex. 49— -18 


274 


NAVIGATION OF THE MISSISSIPPI RIVER. 


1. At Depbre, flam and lock..-.$20, ‘106 79 

2. At Little Kakalin,dam and lock. 28,978 84 

3. At Rapide Croche, dam and lock. 19, 002 29 

4. At Grand Kakalin, dam and locks. 107,574 85 

5. At Little Chute, dam and locks...-. 99, <193 00 

6. At Grande Chute, dam and locks .. 82,382 74 

7. At Winnebago Rapids, dam and lock. 23,748 50 

8. The portage between Fox and Wisconsin Rivers, canal and locks. 64,0*5 81 

9. For lemoving elbows, bar-deposits, trees, &c., along the Upper Fox- 6,230 50 

10. For superintendence, 6 per cent. 25,385 18 


Total.448,470 18 


Captain Cram made a comparison of the estimated cost of improving 
the Lower Fox River with the estimated cost of an independent canal 
leaving Lake Winnebago at Clifton and striking the Lower Fox below 
Rapide Croche. The cost of this latter plan was estimated at three 
times the other. Captain Cram’s report gives a map of this route on a 
scale of a inch to a mile. 

The committee reported a bill to graut— 

The alternate sections for only 2 miles on each side of the route, which is estimated 
to be sufficient for the completion of the work. 

It will be seen from the above that Captain Cram made no surveys of 
the Wisconsin River, nor any estimate for its improvement. That the 
natural navigation was greatly overvalued is shown by the little use 
made of it after the route along the Fox River was subsequently opened, 
which latter failed mainly of its utility from the inadequacy of the Wis¬ 
consin River for navigation. Indeed, this navigation was so little val¬ 
ued that no serious opposition was raised to the bridging of the river by 
the Milwaukee and Prairie du Chien Railroad in such a way as to com¬ 
pletely prevent it being used by steamboats in low stages. 

Survey of Green Bay under War Department , by Copt. IF. G. Williams , 
in 1845.—In 1845 a survey of Green Bay was made by Capt. W. G. Will¬ 
iams, Topographical Engineers, U. S. A., the map of which was pub¬ 
lished as II. Ex. Doc. (War Department) No. 170, Twenty-ninth Con¬ 
gress, first session, on a scale of 2 miles to 1 inch. 

Lands granted to the State on its a dm is ion to the Union , &c. —The report 
of the House committee last referred to, made April 6, 1846, recom¬ 
mending a grant of lands, was in accordance with the report of the 
Senate Committee on Public Lands on the same subject, dated January 
8, 1844. An act accordingly was passed, and approved August 8,184G, 
which is as follows : 

Be it evaded fry the Senate avd House , <fc., That there be, and hereby is, granted to the 
State of Wisconsin, on the admission of such State into the Union,'for the purpose of 
improving the navigation of the Fox and Wisconsin Rivers, in the Territory of Wiscon¬ 
sin, and of constructing a canal to unite the said rivers at or near Portage, a quantity 
of lard « qua! to one-half of three sections in width on each side of the said F<>x River, 
and the lakes through which it passes, from its mouth to the point where the Portage 
Canal shall enter the earne, and on each side of said canal, from one stream to the 
other, reserving the alternate sections to the United States, to be selected under the 
direction of the governor of the State, and such selection to be approved by the Presi¬ 
dent of the United States. The said river, when improved, and the said canal, wlmn 
finished, shall be, and forever remain, a public-high way for the use of the government, 
free from any toll or other charge whatever for the transportation of the mails, or for 
any property of the United States, or persons in their service passing upon or along 
the same: Provided, That said alternate sections reserved to the United States shall not 
be sold at a less rate than $2.50 the acre: Provided also, That no pre-emption claim to 
the land so reserved shall give the occupant, or any other person claiming through or 
under him, a right to sell lands at any price less than the price fixed in this act, at the 
time of the settlement on said lands. 

Sec. 2. Avd he it further evaded, That as soon as the Territory of Wisconsin shall be 
admitted as a State into the Union, all the lauds granted her shall be and become the 














NAVIGATION OF THE MISSISSIPPI RIVER. 


275 


property of said State, for the purpose contemplated in this act, and no other: Pro¬ 
vided, That the legislature of said State shall agree to accept said grant upon the 
terms specified in this act, and shall have the power to fix the price at which said 
lands shall be sold, not less than one dollar and twenty-five cents the acre, and to 
adopt such kind and plan of improvement on said route as thd said legislature shall 
from time to time determine for the best interest of the State : Provided also, That the 
lands hereby granted shall not be conveyed or disposed of by said State, except as said 
improvement shall progress. That is, the said State may sell so much of said lands as 
shall produce the sum of twenty thousand dollars, and then the sales shall cease until 
the governor of said State shall certify to the President of the United States that one- 
half of said sum has been expended upon said improvements, when the said State may 
sell and dispose of a quantity of said lands sufficient to reimburse the amount ex¬ 
pended, and the fact ot such expenditure shall be certified in the manner herein men¬ 
tioned. 

Sec. 3. And be it further enacted, That the said improvement shall be commenced 
within three years after the said State shall be admitted into the Union, and completed 
within twenty years, or the United States shall be entitled to receive the amount for 
which any of said lands may have been sold by the said State, provided that the title 
of purchase under the sales made by the,State in pursuance of this act shall be valid. 

The State of Wisconsin accepted the above grant with its provisions 
by act ot its legislature, approved June 29, 1848. Another act, approved 
August 8, 1848, containing 47 sections, provided for the conduct of the 
improvement, from which the following is extracted: 

Section 1 provides that the construction of the improvements con¬ 
templated by the act of Congress, * # * and the superintendence 

and repair thereof after completion, shall be under the direction and 
control of a u board of public works.” 

Section 5 provides that— 

The said commissioners shall first commence the construction of the canal, and after 
said canal is finished, the improvement of the Wisconsin and Fox Rivers shall be com¬ 
menced, beginning at both ends of the canal down each stream, so as to make said 
streams navigable as the improvements progress, with the exception of the improve¬ 
ment of the several rapids on Fox River beiow Lake Winnebago, which may be com¬ 
menced at any time said commissioners may think proper. After the construction of 
the canal rhe net proceeds of one-sixth of the sales of the grant of laud is hereby set 
apart for the improvement of the Wisconsin River, and five-sixths of said proceeds to 
the improvement of the Fox River: Provided, That no more than ten thousand dol¬ 
lars shall be expended in improving the navigation of the Fox River from the said 
canal to Lake Winnebago, until further action of the legislature of the State, or uutil 
the said river shall be made navigable to Green Bay. 

* # # # * # * 

Sec. 15. In the construction of such improvements the said board shall have power 
to enter on, take possession of, and use all lauds, waters, and materials, the appropria¬ 
tion of which for the use of such works of improvement shall, in their judgment, be 
necessary. 

Sec. lb. When any lands, waters, or materials, appropriated by the board for the 
use of said improvement, shall beloug to the State, such lands, waters, or materials, and 
so much of the adjoining lands as may be valuable for hydraulic or commercial pur¬ 
poses, shall be absolutely reserved to the State, and wheuever a water-power shall be 
created by reason of any dam erected or other improvements made on any of said 
rivers, such water-power shall belong to the State, subject to future legislation. 

Sections 17, 18, 19, 20, and 21 make provisions for compensating par¬ 
ties from whom any property is taken under authority specified in sec¬ 
tion 15. 

Sec. 22. As soon as any portion of said improvements shall be completed, so as to 
admit of use, the board shall make rules and legulations from time to time in respect 
to the passage of boats, rafts, and other floats through the canal and locks, and all 
matters connected with the navigation thereof, and impose such forfeitures for the 
breach of any such regulations as may be deemed reasonable by them. 

The foregoing extracts from this act of the Wisconsin legislature con¬ 
tain all there is in it affecting considerations of engineering and naviga¬ 
tion. There is nothing in the act fixing upon the dimensions of the 
canal and locks. 


• 276 


NAVIGATION OF THE MISSISSIPPI RIVER. 


Operations in 1848— Report of board of public works for 1848.—The 
first board of public works appointed by the legislature of Wisconsin 
consisted of Janies B. Estes, Albert S. Story, John A. Bingham, Curtis 
Beed, and H. L. Dousman. They appointed C. R. Alton the chief engi¬ 
neer. The annual report of operations in 1848 was dated January 19, 
1849. Their operations consisted in making surveys and plans of im¬ 
provement on the Fox River and of the canal at “ Portage,” and the 
expenditures were $1,631.81. In the plan of improvement they adopted 
they decreased the depth proposed by Captain Cram from 5 feet to 4 
feet at low water, and enlarged the dimensions of the locks from 110 
feet by 30 feet to 125 feet by 30 feet. 

Captain Cram, in his measurements of the fall on the rapids of the 
Lower Fox necessary to be overcome by dams and locks, was consider¬ 
ably under the mark, and he does not enumerate among the list of rap¬ 
ids the Cedar Rapid just above Little Chute, or else includes them botli 
in one. For convenience of reference in the report of operations fol¬ 
lowing, I will give now a correct list of the several rapids, with their 
distance apart and the fall at each, as it was ascertained at the time of 
the examination made by Major Suter, in 1866. It is as well to note 
here that the map published with our report gives two locations of 
Rapide Croche; the upper one is the location of the dam, the other is a 
mistake. 

List of rapids on Lower Fox River, with, amount of fall and distances apart between head 

of each. 


Name. 

Fall. 

Distance 

apart. 

Dep&re_________ 

Feet. 

8 

8 

8 

50 

38 

10 

38 

10 

Miles. 

0 

6 

0 

4i 

2* 

0*, 

4 

H 

Little ITanlranfl. for Rakalin). .-_:__ 

Rapide Croche.... 

Grand Kaukana.......... 

Tattle Chute_______ 

Cedar Raoid... 

Grand Chute .......... 

Winnebago Rapid__________ 

Green Bav to Lake Winnebago. 

170 

28 



During our reconnaissances of the route in 1866 we were permitted • 
by the canal company to make tracings of the diagrams, of all the im¬ 
provements up to that date. These were filed in the engineer head¬ 
quarters at Washington, with the report, dated January 21, 1867, and 
can there be referred to. 

Operations in 1849— Report of board of public icorks for 1849.—The 
second annual report of the board of public works is dated January 21, 
1850. Contracts were made for guard and lift locks and the two sec¬ 
tions of canal at Portage; for improving both channels at Winnebago 
Rapids; for improving both sides of the river at Grand Chute ; for im¬ 
proving the east side of the river at Rapide Croche; and for improve¬ 
ment of west side of river at Depere. The improvements at Depere 
were contracted for at the nominal sun^ of $1. Those at Winnebago 
Rapids and the Grand Chute were not begun this year. Fair progress 
was made at the other points. A steam-dredge was also built, at a cost 
of $12,000, and set to work removing bars in the Big Bend at and 
below Meehan Creek, and cutting a new outlet to the lake (Lake Puck- 
a\Vay). 

















NAVIGATION OF THE MISSISSIPPI RIVER. 


277 


Character of the Wisconsin and difficulty of improving its channel , &c .— 
An examination of the Wisconsin River below Portage was made in 
1S49 by the chief engineer, Mr. Alton. (His full report is given in the 
assenfbly journal for 1850, p. 571.) The following from this report is 
interesting, and shows views held in regard to the Wisconsin River 
which ruled at this period in the progress of the improvements. At the 
time of the examination, the river being at an “extremely low stage, a 
channel having not less than 2£ feet could be traced the entire distance 
from ‘Portage’ to the mouth.” He further says: 

The general character of the stream is such that it would be extremely difficult, 
if not impossible, to make any improvement in the channel by the ordinary method. 
The current is uniformly strong, running at the rate of 3 or 4 miles an hour, frequently 
divided into several channels or sloughs interspersed with numerous sand bars, and, 
to oue entirely unacquainted with it, it would seem to present insuperable obstacles 
to navigation. 

Mr. Alton thought the overhangiug trees the greatest obstacle iu the 
way of light-draught boats, and recommended that they should be cut 
away and a few snags removed. He also thought the steam dredge boat 
should be set to work to cut an entire new channel from about .half a 
mile below “the lower ferry” (probably Bridgeport) to the Mississippi, 
following a liue of sloughs or pond-holes, as exhibited on a map accom¬ 
panying the report, and that oue of the present channels of the Wiscon¬ 
sin should be closed up. He estimated the entire cost of this at $6,000. 

The total expenditures in 1849 were as follows: 


Depere, valve-gear. $411 86 

Rapide Crocbe. 6, 949 62 

Upper Fox, steam-dredge, $12,000; operating, $1,463.80. 13,463 80 

Portage, canal and locks. 13,447 19 

Wisconsin River (probably for examining). 333 52 

Engineers. 6,120 97 

Printing. 544 85 

Contingent..-.-...-... 3,972 82 


45,244 63 

Operations in 1850 —Report of hoard of public works for 1850.—The 
third annual report of the board of public works of the operations dur¬ 
ing 1850, dated January 1, 1851, gives the following information: 

The lock at Depere was completed and opened for the passage of boats 
early in the summer, but the miter-sill was fouud to be 2 feet too high, 
and must be lowered that much. Some rocks were removed from the 
channel between Depere and Rapide Crocbe. 

At Rapide Crocbe the lock and secti >n of canal were completed at an 
expense considerably greater than the first estimate. The lock had to 
be sunk a foot lower and the section of canal made 1,000 feet longer. 
A serious breach in the dam at this place occurred in April. 

At the rapids of Grand Kaukana and Little Chute arrangements for 
doing the work, though nearly consummated, failed. 

At Cedar Rapids the dam was completed and considerable portion of 
the lock-pit excavated. 

At the Grand Chute the work progressed rapidly, till want of funds 
compelled a suspension. 

At Winnebago Rapids the dam was completed and about two-thirds 
of the canal excavated. 

The Upper Fox River was remarkably low. The dredge was employed 
deepening the channel at the outlet of Lake Puckaway and between this 
lake and Buffalo Lake; also in cutting a new channel at the entrance 
into Buffalo Lake, and in cutting off a large bend near the junction of 
the Neeuah so as to shorten distance and avoid Mud Lake. 











278 


NAVIGATION OF THE MISSISSIPPI RIVER. 


On the Wisconsin River some portion of the overhanging trees that 
interfered with the navigable channel was cut down and removed last 
winter. A crane-scow for the removal of snags and to afford facilities 
for the cutting and removal of such trees as may still interfere wi&h the 
navigation was constructed in the autumn. 

The following-named expenditures were made in 1850: 


At Depere for freight.. <$10 00 

For removing rocks between Dep&re and Rapide Croche. 338 16 

At Rapide Croche to contractors. 13,222 43 

At Cedar Rapids to contractors. 7, 549 32 

At Grand Chute to contractors. 4,656 59 

In dredging on Upper Fox and repairs to dredge-boat. 4, 728 97 

On Portage, canal and locks... 21,031 58 

On Wisconsin River, pay of men and supplies, chopping wood... $1, 180 17 

On Wisconsin River, for surveying. 26 00 

On Wisconsin River, for scow and machinery... 799 00 

- 2,005 17 

For stationery, printing, pay of commissioners, engineers, &c. 5,506 49 


59,048 71 

The .commissioners, at the close of their report, say: 

There is a deficiency of about 170,000 acres in the grant of laud for the improve¬ 
ment. 

Operations of 1851 —Report of board of public ivories for 1851.—The 
fourth annual report of the board of public works of the work done in 
1851, dated January 2, 1852, gives the following information: The op¬ 
erations in 1851 were carried on under a new board, consisting of Caleb 
Oroswell, David M. Lay, and Timothy Burns. Mr. Croswell had the 
supervision of the operations of the dredge-boat; Mr. Alton, the former 
chief engineer, resigned, and Mr. J. Kip Anderson, who had been as¬ 
sistant engineer, was appointed in his place. Mr. J. E. Day was ap¬ 
pointed consulting engineer, “a gentleman,” says the report of the board, 
“ whose labors for the past six years on the Yonghiogheny and Motion- 
gahela Rivers made the selection appropriate and acceptable.” In all 
the new contracts made this year the original plan of the locks was so 
changed as to make those to be built hereafter 1G0 by 35, with 5 feet 
depth on the miter sills. The contract for the work at the Grand Kau- 
kana and Little Chute provided for payment being made in scrip. 

At Depere, the lowering of the old lock 2 feet was completed in May. 

At Rapide Croche, the old dam was of brush, and a breach occurred 
n it in the spring of 1850. It was entirely unsuited to the location. It 
was decided to replace it with a spar-dam. The work was commenced 
and was well under way; the crib-work having been carried across the 
river, the abutment on the east side finished, and a number of spars in 
their places. The probable expense of repairs at this point is estimated 
at $7,494.45. 

At Great Kaukana Rapids— 

A large portion of the canal was excavated, the protection-wall on the upper section 
more than one-half finished, and the upper lock-pit ready to receive the w alls of the 
lock. From the lock-pits the earth was removed, and the excavation of the rock was 
to be carried on during the winter. 

At the Little Chute— 

But little has been done beyond grubbing and clearing of the line and the delivery 
of materials. 

At the Cedar Rapids— 

The dam and section of the canal, as well as the excavation of the lock-pit, are com¬ 
pleted, the only work remaining to be performed being the building of the Jock, for 
w^nich the timber, plank, and iron have been prepared and the stone excavated. 













NAVIGATION OF THE MISSISSIPPI RIVER. 


279 


The plan u having been changed ” from a timber to a composite lock 
of the enlarged size, “ the cost of the work will much exceed the original 
estimate.” Work delayed for want of funds. 

At the Grand Chute the contractors were embarrassed in their work 
by the difficulty of negotiating the warrants with which they were paid. 
Yet, u the improvement has progressed rapidly.” “ The timber and other 
materials for the dam and locks are delivered.” At the Winnebago 
Kapids, since the last report, very little additional work has been done. 

On the Upper Fox Kiver— 

During the past season the dredge has been in active operation on this stream, havd 
ing performed much more service than in any previous year. The earth excavator 
amounted to 145,440 cubic yards ; boat at work, 170 days ; average 855 cubic yards pe- 
day ; maximum work during long days was 1,768 cubic yards per day. 

The Portage Canal and locks were finished and accepted. A breach, 
however, occurred on the 28th of September. 

During the prevalence of a flood, never before equaled in extent at that season 
of the year, the portage between the Fox and Wisconsin Rivers became so over¬ 
flowed that the water from the last-mentioned stream broke through the canal-bank a 
short distance from the guard-lock, washing away at that point from 12 to 15 rods of 
the embankment. 

A breach of about the same extent occurred near the other end of the 
canal. There was a third breach, of limited extent compared with the 
others. The report says: 

The entire cost of these repairs, so elaborately descanted upon in particular quar¬ 
ters soon after the disaster, does not exceed /the sum of $700 ; and a permaueut har¬ 
rier is now in course of construction to provide against such an occurrence in the 
future. 

This report contains the regulations and rates of toll adopted for the 
route, and these were kept in force by the law transferring the works to 
a company in 1853. 

Plan of improving the Wisconsin by Acting Commissioner Croswell .—The 
following plan of improving the navigation of the Wisconsin Kiver be¬ 
low Portage is proposed in the report of Mr. Croswell, acting commis¬ 
sioner for improving the Wisconsin Kiver, this year: 

I trust I may be allowed respectfully to allude to the presept navigable condition of 
the Wisconsin River below Portage. On that point, much neglected as it has been, 
but little has hitherto been said, aud much less accomplished, by way of improvement. 
The opinion has been indulged, aud, in my humble judgment, too readily so, (hat very 
little, if anything, can be done to aid the navigation of that stream between Fort 
Winnebago and the Mississippi. According to a former report, the principal obstacles 
to its improvement were found at the different points on the river where the stream 
is widest. At such places the depth of water is necessarily less than in the narrower 
portions, where the current is more rapid. From such observations as my position m 
the board for the past two years has enabled me to make, and from the experience of 
those most familiar with the obstructions of the stream, the opinion has been forced 
upon me that if the whole volume of water at the head of these flats was turned to 
one of the shores, all the main difficulties in the way of the successful navigation of 
the Wisconsin would at once be overcome. This, in my humble apprehension, could 
be easily effected by driving piles from the opposite shore as far into the stream as it 
might be deemed best to obstruct it, aud by sinking a pier at the termination to pre¬ 
vent the current from washing away the work. Against thrse piles trees should be 
placed in such manner as to cause the sand to bank aud form a dam. This dam would 
naturally turn the water to the narrow channel, and increase the velocity of the water 
to such an extent as to create a channel through the flat, and yet not be sufficiently 
strong to prove of any hiuderauce to steamboat navigation. At proper points, where 
these dams might occur, a convenient crossing could be established; and were wing- 
dams of this description to be thrown out at convenient intervals between Fort Win¬ 
nebago and the Mississippi River, ihere would seem to my mind no apparent obstacle 
in the way of lhe largest steam-vessels passing with ease up and down the stream 
Guriug the entire season of navigation. 

This annual report also contained the report of an examination of the 
Wisconsin Kiver from Portage up to Beaulieux Kapids, made by William 


280 NAVIGATION OF TIIE MISSISSIPPI RIVER. 

L. Dewitt, civil engineer, daring 1851. He submitted an estimate of 
$52,204.36 for improving this portion of the river. 

The following expenditures were made in 1851: 


Dephre. 

Rapide Croche. L 

Grand Kaukana.-. 

Grand. Kankana and Little Chute, scrip issued*.26, 

Cedar Rapids .. 8, 

Grand Chute.,. U 

Upper Fox, dredging, .. 

Portage Canal.. 

Survey of Wisconsin above Portage. L 

Contingent fund, pay of commissioners, &c. 0, 


284 

915 

000 

888 

819 

300 

047 

275 

828 


95 
03 
83 
00 
93 
85 
77 

96 
54 
66 


69,290 52 


Operations in 1852— Report of board of public icorks for 1852.—The 
fifth annual report of the board of public works of the work done in 

1852, dated January 1, 1853, is signed by Peter H. Prame, William 
Richardson, and Andrew Proudfit. The pamphlet contains the reports 
of the chief engineer, of Mr. Richardson, acting commissioner for the 
improvement of the Wisconsin River, and Mr. Prame, the commissioner 
in charge of the dredge-boat. The purpose of the improvement is con¬ 
sidered in this report, and its condition and future prospects discussed. 

At Depere work was coutinued on the building of the lock, and rocks 
removed from the channel between it and Rapide Croche. 

At Rapide Croche, a portion of the west dam having been carried 
away, an unsuccessful attempt, costing $2,732.28, was made to repair it. 
It was finally replaced by a spar-dam, bolted to the rock bottom. 

At Little Kaukana Rapids it was found that a dam and lock were 
necessarv, and a plan was prepared for making them, the estimated ex¬ 
pense being $17,922.92. 

At the Grand Kaukana the work was nearly completed. At Little 
Chute the work was carried on vigorously. 

At Cedar Rapids the work was nearly completed. 

At Grand Chute the work >yas carried on vigorously. 

On the Upper Fox River dredging was continued. 

At the Portage Canal the right to use the water-power at the lift-lock 
was leased for a term of thirty years, at $275 per year. 

Condition of the Wisconsin River improvement, &c. —I copy here the 
report of Acting Commissioner William Richardson, dated January 1, 

1853, as it gives an authentic and complete account of all that had been 
done up to this time on this part of the improvement: 




I deem it iny duty to make, at this time, a brief statement of the plan, progress’. 
&c., of the works of improvement on the Wisconsin River, which I have had the honor 
to direct as acting commissioner on said river. The act of our State legislature of the 
8th of August, 1848, set apart one-sixth of the net proceeds of the lands granted by 
Congress to aid in the improvement of the Fox and Wisconsin Rivers, and to counect 
the same by a canal (after the construction of the canal) for the improvement of the 
Wisconsin River, which act I conceive to be yet in force. The acts of April 14 and 19, 
1852, provide for the same thing, and make it obligatory on the board of public works 
to commence the improvement of said river the present season, and to complete the 
same, as soon as practicable, upon the plans submitted by the chief eugineer in his 
report for the year 1849, or in some otner manner as best calculated to open a channel 
through the several flats on said river. The law making it thus obligatory on the 
board to commence this work the present season, I took the earliest opportunity (after 
my appointment upon that part of the improvement) to examine the stream, and de¬ 
termine, if possible, a practicable mode of improvement. I made an excursion on the 


* Note. —In the consolidated table given farther on, beirg unable to proportion this 
from the reports, I divided it equally between the two. 


G. K. w. 



















NAVIGATION OF THE MISSISSIPPI RIVER. 


281 


river, from the Portage Canal to its mouth, for the purpose of ascertaining the cause 
of the deposits of sand in particular localities, believing a thorough knowledge of this 
cause necessary to a successful improvement of sad river. By repeat id observations 
upon the stream in a low stage of water, I became satisfied that the plan submitted in 
tlie engineer’s report above referred to was the proper plan, and that brush, earth, 
gravel, and stone were the proper materials to be used in the construction of the dams. 

I am pleased to have it in my power to state, in this connection, that at least one of 
your honorable body, Chief Engineer Mr. J. Kip Anderson, and Assistant Engineer Mr. 
S. G. Callaghan (after accompanying me in a small row-boat from the Portage to the 
mouth of the stream) fully concurred with me in opinion upon this subject. The lack 
of funds applicable to this work I deem a sufficient apology for not commencing earlier 
in the season. I had the work commenced within two days after the first advertise¬ 
ment of lauds, from the sales of which we were entitled to moneys to pay on said works. 
The character of the work is such that I deemed it impracticable to let the same by 
contract; consequently I selected good, efficient men as superintendents, and hired 
men by the day to do the work. I commenced at the Portage Canal and have proceeded 
down the river, as per act of fhe legislature of August 8,1848. I have had seven dams 
erected, and two now in course of erection. The aggregate length in linear feet of the 
nine dams is 4,205, and constructed at a cost of about $11,000. Iu putting a dam across 
a branch of the river, where a connection could be made with an island. I have gen¬ 
erally located the dam some distance from the head of the island, for the following 
reasons : first, the dam thus located is not subject to a raking effect of the current, as 
'would be the case if the location was at the head of the island : second, a large recess 
is formed for the accumulation of sand above the dam, which will add great strength 
to it; lastly, the fall below the dam to the foot of the island being but little, the water 
below the dam, during a rise in the river, will keep very nearly upou a level with that 
above; consequently, when the water flows over the dam there will be no danger of 
an undermining process. I have had the dams given good width of base, and raised 
them but little above low-water mark, believing it unnecessary to obstruct the free 
flow of the water when high. The opinion indulged in by many, that wing-dams 
should angle down stream, I conceive to be erroneous. If the dam is not at right-angle 
with the stream, it should (iu my opinion) angle up instead of down stream. If ang¬ 
ling down, the current will rake it, and naturally tend to filL the channel below the 
dam with sand. But if angling up stream, both of these effects will undoubtedly be 
avoided. There has been expended under previous administrations of the board of 
public woiks, in surveys, chopping timber, &c., upon this river, the sum of $3,872.73. 
The contingent expenses properly chargeable to this part of the improvement, say 
$1,500, making the aggregate amount of expenditure or liability incurred for the im¬ 
provement of this stream up to the time of finishing the two dams above mentioned, 
$16,372.73. 

Several of the dams are under water, and, from a careful observation, I am satisfied 
that the current will produce no injurious effect upon them. If these dams produce 
the desired effect (which I have no doubt of), I think it is safe to assume that unob¬ 
structed navigation from the mouth of the river to Portage City, for steamers drawing 
2 feet water, can be effected for a sum not exceeding $25,000, which, added to the pres¬ 
ent liabilities, will make the sum-total for this part of the improvement $41,372.73, 
which is certainly a less sum than the law sers apart for the same. 

I have employed a small force iu clearing overhanging timber from the channel. A 
statement of their progress, the expenditures on this part of the improvement iu 
detail, the materials, implements, &c., applicable to operations next season, &c., I will 
present you at an early day after the completion of the two unfinished dams. 

I am informed by Mr. H. Meriton, civil engineer, that he was em¬ 
ployed on this work, and that four of the dams were located between 
the ferry-bridge, above Portage, and the mouth of the Baraboo River. 
Some remains of these are yet to be seen, as shown on the map of our 
survey made in 1867. 

Two dams were located near the mouth of Honey Creek ; one above 
on the right bank still standing, connecting an island with the main 
shore; the other, below the creek on the left bank, running out from 
the shore, iu which logs were used, is still partly remaining, but it has 
become separated from the main shore by the wearing away of the 
bank, and now occupies a place well out in the stream, a fate which at¬ 
tends all wing-dams not constantly cared for. 

There were no other darns erected on the Wisconsin before or since 
the year 1852, except by mill-owners or others to obtain water power. 
I have a letter from Mr. B. J. Stevens, vice-president of the Canal Com- 


282 


NAVIGATION OF THE MISSISSIPPI RIVER. 


pany, saying that tbe Improvement Company did not erect any works 
on tbe Wisconsin River for its improvement, since tbe works were 
transferred to them. 

Tbe other commissioners, in speaking of the work done this year (1852) 
on tbe Wisconsin River, say: 

If this cheap kiad of dam which we recommend to be constructed should be found 
not to answer the desired end, and as the cost of placing piles for the erection of more 
suitable wing-dams to confine the water to one channel would far exceed the means 
at the disposal of the State, we must fall back upon the suggestion of the engineer of 
1849, and rely upon the removal of the overhanging trees, and the snags from the 
river, which can be done at the estimated cost of $5,000. We are inclined to the 
opinion that the fiequent running of the boats up and down this, how, will keep the 
channel open and make it navigable, as is found to be the case on some portions of the 
Upper Mississippi and Missouii having a similar current and bottom. 

Table of expenditures on the Wisconsin River.—In tbe foregoing state¬ 
ment Mr. Richardson says that the expenditures properly chargeable to 
tbe improvement of tbe Wisconsin River, up to this time, amounted to 
$16,372.73. 


Of this he says the dams in 1852 cost about. $11,000 00 

The report of the board for 1850 gives for scows and chopping. 2, 005 17 

The survey below Portage, by Mr. Alton, in 1849, was. 333 52 

The survey above Por age by Mr. Dewitt, and report cost, as stated in re¬ 
port for 1851, $1,275.54, and for 1852, $491.16. 1, 766 80 

Chargeable to contingent fund (says Mr. Richardson). 1, 500 00 


16,605 49 

Thus $16,605.49 is tbe largest sura we find in tbe official reports 
charged directly to tbe Wisconsin River. Mr. Richardson states tbe 
whole amount to be $16,372.73. 

There was expended in 1852 on crib and dock work, for protection of 
tbe guard-lock, in tbe portion of the Wisconsin River contiguous to it, 
$5,905.47. This was paid for out of tbe Portage Canal fund, I believe, 
and charged to that in tbe commissioners’ report. If added to tbe other 
expenses on tbe Wisconsin River improvement, which it seems hardly 
chargeable to, we should have tbe whole expenditure ou that river 
$22,510.96, of which only $13,000 was actually spent in works of improve¬ 
ment, to wit: For scows and cutting overhanging trees in 1850, $2,005.17; 
for dams in 1852, $11,000. This is the only authority that I can find for 
the statements of Mr. Westbrook, in his report in 1854, that $25,000 
had been expended in the improvement of the Wisconsin River. 

There was a difference of opinion as to wffiere the funds were to be 
obtained for improving the Wisconsin River, and in the expenditures, 
stated in the report of the board for 1852 the $ LI,000, which Mr. Rich¬ 
ardson says was expended on the Wisconsin, does not appear. I have 
accordingly, in putting it in the following table of expenditures, increased 
the amount they reported by that much. 


Expenditures made in 1852. 

Depere... 

Rapide Croclie. 

LiTtle ^Cbute Ua j Divided e( l ua lly ia the consolidated table—G. K. W... .. 

Cedar Rapids. 

Grand Chute. 

Upper Fox, dredging. 

Portage Canal. 

Wisconsin River, survey, $491.16 ; improvement, $11,000. 

Ccntingencies, including patent for lock-gates, &c. 


$15 00 
4,648 94 

47,262 42 

9,559 17 
22,993 23 
2,433 15 
23,227 29 
11,491 16 
15,513 19 


137,143 55 
















NAVIGATION OF THE MISSISSIPPI RIVER. 


283 


I have not seen the report of the board of public works in 1853, clos¬ 
ing up their connection with the work, but in the report of Mr. 0. D. 
Westbrook, jr., dated December 1, 1854, made to Isaac Seymour and 
William J. Averill, trustees of the mortgage-bonds of the Fox and Wis¬ 
consin Improvement Company, ic is stated, p. 50, that the total expend¬ 
iture by the State, up to the time the improvement was surrendered 
to the company, was $428,855.83. 

From all the information I can obtain from the reports of the board 
of public works, the amounts expended on the works in 1848, ’49, ’50, 
’51, and ’52, amounted to $312,359.22. There must, theu, have been 
charges for other purposes, connected with the sale of the lands, in¬ 
terest oil obligations to pay, &c., amounting at that time to the differ¬ 
ence, viz, $116,496.61. I have entered it under the column of miscel¬ 
laneous expenditures in the year 1853, in the following table, in which 
all the expenditures heretofore given are consolidated. 


Expenditure in improvement of Fox and Wisconsin Rivers, under State management , up to 

1853. 


Name. 

1848. 

1819. 

1850. 

1851. 

1852. 

1853. 

Total. 

Dep&ra... 


$411 86 

$10 00 

$928 95 

$15 00 


$1,365 81 

Little Kaukana. 



Rapide Crocbe. 

Grand Kaukana. 


6, 949 6-2 

13,222 43 

1, 284 03 
13, 915 83 
13, 000 00 
8, 888 93 
-, 819 88 

4,648 94 

24.631 21 

23.631 21 
9,559 17 

22,993 23 


26, 105 02 
37, 547 04 
36,631 21 

25, 997 42 
32,469 67 

26, 926 69 
69, 754 02 
15,105 39 

156, 953 56 

Little Chute 





Cedar Rapids. 



7, 549 32 


Grand Chute... 



4, 656 59 

Winnebago Rapids 




Upper Fox River. 

Portage Canal . 

Wisconsin River. 

Miscellaneous. 

Total. 

$i,’ 631 * 8 * 1 ' 

13,463 80 
13, 447 19 
333 52 
10, 638 64 

4, 728 97 
21, 031 58 

2,005 17 

5, 844 65 

6, 300 77 
12,047 96 

1, 275 54 
6, 828 66 

2, 433 15 
23, 227 29 
11,491 16 
15, 573 19 

$116, 496 61 

1,631 81 

45, 244 63 

59, 048 71 

69, 290 52 

137,143 55 

116,496 61 

428, 855 83 


Geological survey of the Wisconsin .—In the year 1852 the report of the 
geological survey of Wisconsin, <&c., made, under direction of the United 
States Treasury, by David Dale Owen, United States geologist, was pub¬ 
lished by Lippiucott, Grambo & Co., Philadelphia. In this, pp. 277 to 
,293, is the report of an examination made in 1847 of the Wisconsin 
ltiver, from Portage up to its source, by Col. Charles Whittlesey, and, 
on pp. 510 to 520, the Wisconsin, from Portage to the mouth, made in 
1849, by Dr. B. F. Shumard. 

These reports contain valuable information in regard to these rivers, 
and attention is called to them here in the chronological order of their 
appearance. 

Progress of improvement in the year 1853.—The effort to provide for the 
expenses of the works of improvement in previous years by the proceeds 
of the sale of public lands granted by tlm United States had only par¬ 
tially succeeded. At two places, Great Kaukana and Little Chute, the 
contractor had so far been paid entirely in scrip, and at other places 
payments had been only granted by certificates or warrants of indebt¬ 
edness. The sale of lands had proceeded too slowly to meet current 
expenses when prosecuting the work in a proper manner, and an interest 
on the first cost was accruing, to add to the amount of final payment. 
A further grant of land was also required. 

To meet the wants of the case, an issue of State bonds was proposed, 
but this being held unconstitutional by a majority of the legislature— 

It resolved to surrender the whole improvement, the balance of the grant of public 
lands remaining unsold, hydraulic privileges, &c., to a company, upon receiving guar¬ 
antees that, the work should be accomplished, and the parties interested as contractors 
or otherwise secured from loss. 




































284 


NAVIGATION OF THE MISSISSIPPI RIVER. 


Surrender of the works of improvement , lands , &c.; company chartered , 
cf;c., &c (.—An association styling itself the “Fox and Wisconsin Improve¬ 
ment Company,” comprising Otto Tank, Morgan L. Martin, Urial EL 
Peak, James GL Lawton, Theodore Oonkev, Mason C. Darling, Benjamin 
F. Moore, and Edgar Conklin, all of Wisconsin, concluded its articles ol 
agreement on June 1, 1853. This association applied to the legislature 
for an act of incorporation, which was granted, and approved July 6, 

1853. 

The second, third, and seventh sections of the act required the parties 
comprising the association to give certain bonds, and file releases of 
contractors, which conditions were duly complied with, July 20, 1853, 
whereupon the work was surrendered, and taken possession of by the 
company. 

Section 2 of this act— 

* * Conditioned that the said company shall vigorously prosecute the said improve¬ 

ment to completion, and complete the same within three years from the passage of 
this act on the line located by the board of public works, and as contemplated in the 
report of the board of public works, and estimated by the chief engineer, on the 1st 
day of January, 1853, in a substantial and durable manner, and so as to enable boats 
of *2 feet draught, and a breadth of 30 feet, during ordinary stages of low water, to pass 
with facility from Green Bay into the Wisconsin River. * * 

Section 2 also provided— 

That the said improvement shall in all future time be free for the transportation of 
the troops of the Uuited States and their inanitions of war, without payment of any 
tolls whatever; and that no provision of this act shall be so construed as to allow, 
permit, or authorize the charge or collection of any tolls or transit duties for the passage 
of any vessel or merchandise, or property of any kind, along or over the main channel 
of said rivers. 

And also that— 

The said company shall charge no higher rate of tolls than was established by the 
board of public works for the years 185l-’52, which rates shall be uniform for each 
lock, and to all persons and boats passing through them. 

Section 8 provides that— 

The State may become the owner and proprietor of the works of improvement con¬ 
structed under this act, and of the whole works of improvement, at any time after 
twenty years, upon paying to said association or their assigns the actual costs expended 
by said association iu the construction of said improvement over and above the avails 
of the grant of land by Congress, and applied or received by said compauy to aid iu 
said improvement, the said lands to be estimated at the rate of one dollar and twenty- 
five cents per acre. 

For the purpose of completing the work, the company, in 1853, re¬ 
solved to issue bonds to the amount of $500,000. 

In 1853, the legislature of Wisconsin authorized the Milwaukee and 
Prairie du Chien Railway Compauy to build three bridges across the. 
Wisconsin River, which authorization provided for draws of 50 feet 
width, and required that the stream where touched or intersected should 
be restored to its former usefulness. 

The bridges built under this law were, however, located entirely with 
regard to convenience to the railroad alignment, and so little regard 
was paid to the stream that not only has navigation been almost cut 
off, but the very permanence of the bridge piers has been maintained 
only by such an excessive use of riprap-stone as renders a proper restora¬ 
tion of the navigation almost impossible, without rebuilding the bridges 
themselves. 

Condition and character of the works in 1854, by C. D. Westbrook, jr .— 
The. very interesting report of Mr. Westbrook, frequently referred Jo by 
me before, gives the condition of the work at the date of November 15, 

1854, from which the following is taken : 


NAVIGATION OF THE MISSISSIPPI RIVER. 285 

At Dep6re the work is considered as finished. At Little Kaukana, 
materials for dam and lock have been collected. 

At Rapide Croche the work is considered finished. 

At Grand Kaukana the work is generally finished, with the exception 
of swinging the gates and graveling the dam. 

At the Little Chute there yet remains 22,500 cubic yards of excava¬ 
tion, the raising of the walls of the upper of the two combined locks, 
the swinging of the gates, and the gravelingof the dam. 

At Cedar Rapids the work is generally finished, with the exception of 
swinging the gates and graveling the dam. At the Grand Chute the 
walls of one of the locks are yet to be raised; 15,000 cubic yards of 
excavation and embankment remain; the gates for the locks are to be 
swung and the dams to be graveled. Winnebago Rapids: At the 
Neenah, or southern channel of exit from Lake Winnebago, the canal 
lock and dams have been completed, ready for use when the dam below 
at the Grand Chute is tightened. A wall will probably be extended 
from the lower and outer wing of the lock, to deflect the current, which 
now sets across its entrance iuto the channel. The improvement here 
was executed without cost to the State, in consideration of the use of 
the water-power. The lock and canal, however, are of the original size. 
The former is GO feet wide on the bottom and 4 feet deep, and the latter 
140 feet in length by 35 feet width in the chamber. 

At Menasha, where the second and northern channel issues from the 
lake, the dam is erected and the canal excavated. The lock-pit was 
excavated and the foundation in progress at the commencement of 
November. The contract time for completion extends to the 1st of July. 
Here, as at Neenah, the contract for the execution of the work without 
cost to the State was taken in consideration of the use of the water¬ 
power thereby created. Subsequently it was determined to enlarge the 
canal to a bottom width of 100 feet and a depth of 5 feet, and the locks 
to a size in the chamber of 100 feet by 40 feet. This change, by con¬ 
tract, involved an expenditure of $10,734.40 beyond the original plan. 
The expenditure yet to be made at this point is $10,916.87. 

On the Upper Fox River the dredge had continued working on the 
river, principally above the Forks. This dredge was 110 feet long, 28 
feet wide, with draught of 30 inches. It has removed, on an average, 
850 cubic yards a day for a season of 170 days, excavating at times 1,7()0 
cubic yards a day. Up to the close of 1*854 there had been expended, 
on the Upper Fox (including $12,000 for the first cost of the dredge- 
boat) about $30,000. The present navigation is confined to one steam¬ 
boat, which ascends daily to Berlin, a distance of about 40 miles; and 
horse-boats and scows, by means of which lumber is carried from the 
Wolf River, through the Upper Fox, iuto the Wisconsin, and down the 
latter stream to different markets on the Mississippi. A steamboat, 
however, has made weekly trips to Montello, 100 miles above Lake Win¬ 
nebago, from Oshkosh, a city of 3,000 inhabitants, at the entrance of 
the Fox into Lake Winnebago. 

Reservoir on the headwaters of the Wisconsin River , &c .—It does not 
appear that anything was done upon this river in 1853 and 1854. Mr. 
Westbrook thought a great improvement to the low-water navigation 
might be made by— 

The location of a dam upon the upper waters of the Wisconsin, where the public 
lands have not as yet been brought into market, that will create a reservoir in which 
a quantity may be stored up from the high water in the spring of the year, to main¬ 
tain an equable supply throughout the dry season, sufficient for the uninterrupted 
navigation of the stream. 


286 


NAVIGATION OF THE MISSISSIPPI RIVER. 


Expenditures by the company from August 20,1853, to November 15,1854. 


At Rapide Croche .. 

At Grand Kaukana. 

At Little Chute... 

At Cedar Rapids. 

At Grand Chute. 

At Winnebago Rapids (Menasha Channel) 

On Upufir Fox (dredge-boat). 

On docks and barges built. 

On expenses, engineers, tfcc. 

Interest.- 


.9,621 84 
8, 132 09 
9,547 70 


$292 00 
32,902 21 
50,950 73 
7,546 17 
42,218 17 
5,817 53 
3,833 16 


27,301 63 


Total. 170, 861 10 

The cost of completing the work, according to the terms of the act of 
the legislature surrendering the improvement to the company, is esti¬ 
mated, on November 28, 1854, by J.‘Kip Auderson, the engineer of the 
company, as follows: 


At Grand Kaukana.. $2,887 00 

At Little Chute. 7,673 68 

At Cedar Rapids.. 901 85 

At Grand Chute. 10,031 65 


Total. 21,494 18 


There were, however, many other improvements contemplated by the 
company, such as a dam and lock at Little Kaukana and one dam and 
lock, at least, on the Upper Fox River. 

Appended to this report will be found the specifications of the manner of construct¬ 
ing the canal and locks and dams. Following them will be found the bills of timber, 
of stone, and of iron used in th ir construction. In the notes attached to the specifi¬ 
cations will be fonud other items embraced therein, which will complete the descrip¬ 
tion of the work.* 

In regard to its general character, I would say that, while differing in opinion in 
regard to a few of its details, the plan of the work and its execution, so far as I have 
been able to judge, exhibit a full assurauce of effecting the purpose for which it was 
designed and of security against the action of destructive forces. 

The dams, with a single exception, are bolted to the bare rock. The one excepted 
is at the Grand Kaukalin. It rests upon crib-work filled with stones, and is to be fur¬ 
ther protected with the same material at one of its wings, at the foot of its spars, and 
at the break of its overflow, from the undermining action of the water. 

The same security, in the character of the foundations, has been bad in the construc¬ 
tion of the locks. The walls of all at the Grand Kaukalin, two at the Little Chute, 
one at the Cedars, and three at the Grand Chute, rest upon a smooth surface of lime¬ 
stone, out of which material their walls have raised. One at the Grand Chute has its 
walls laid in timber and earth foundations. Though the work was executed a year 
since, not the least sign of their settlement can be perceived, which would readily have 
been exhibited by the starting of the plank in the flooring course. 

Of the additional locks with timber foundations, one at Dephre, one at the Rapide 
Crocfie, and one at Neenah, have been built and in use for several years. The first is 
of stone, faced with timber and plank, and the other two of timber filled with clay. 
The remaining locks with timber foundations are two combined at the Little Chute/ 

Another fact of great importance in regard to the stability of the work is its. exemp¬ 
tion from the danger of freshets, inasmuch as no tributary of any size empties into the 
Lower Fox. Lake Winnebago is an immense reservoir, controlling the rise of the water 
below, whose fluctuations are never more than between 3 and 4 feet. 

Whenever the banks of the canal, which are generally upon the bottom-lands of the 
river above high-water mark, come in contact with the current, they are protected from 
its action by heavy walls. 

These facts, together with an examination of the specifications, will remove all ap¬ 
prehensions in regard to the stability of the work. 

* I have made these specifications an appendix to tnj r report and used them as the 
basis of my estimate of the cost of locks for a canal along the Wisconsin River. 

G. K. W. 
























NAVIGATION OF THE MISSISSIPPI RIVER. 


287 


PROGRESS OF THE FOX AND WISCONSIN RIVER IMPROVEMENT SUBSE¬ 
QUENT TO 1S55-56. 

I have no information of the details of the improvement for this 
period, and I can give only general features. 

Additional lands granted to the State by Congress .—In the session of 
1854-\55 acts of Congress were passed by which the State was amthor- 
ized to select, in addition to the previous grant, two sections per mile 
for every mile of improvement, &c. The total grant would then amount 
to five sections per mile for the whole length of the Fox River and lakes 
through which it runs, a distance of about 216 miles. 

Increased capacity of the improvement required by the State. —-Tn 1856 
the legislature of Wisconsin passed another act, requiring an increased 
capacity to the improvement, so that boats drawing 4 feet water could 
navigate the Lower Fox, and those having a draught of 3J feet could 
use the Upper Fox; the locks to be 160 feet long by 35 feet wide, admit¬ 
ting of the passage of boats 144 feet long by 34 feet wide, of a tonnage 
of from 300 to 350 tons. This work was commenced immediately and 
prosecuted with energy until the revulsion in the money market in the 
fall of 1857, when it was in part suspended. (See Report No. 55, H. 
Rep., Thirty-seventh Congress, third session, dated March 3, 1863.) I 
have not positive authority for it, but presume that the increased capac¬ 
ity required by the legislature was in consideration of the additional 
land grant made by Congress, which was given to the company on the 
condition that it should execute its deed of trust, covering all the unsold 
lands granted by Congress, the works of improvement, &c., to three 
trustees, who should sell the same in case the company did not perform 
its part. 

As to the expenditures between the years 1854 and August 25, 1856, 
Mr. John F. Seymour, in his report to the special committee of the legis¬ 
lature, in 1860, states that “ the amount expended by the company for con¬ 
struction and navigation to August 25,1856, is reported at $504,806.06.” 
As Mr. Westbrook’s report gave the amount expended up to the close of 
the year 1854 as $170,861.60, we have $333,944.46 as the expenditure 
for the intervening period. I can only infer what this was expended 
for by the following extracts from the report of Mr. Jenne, chief engi¬ 
neer, &c.,giving the condition of the work in 1856* 

Condition of the wor~ks January , 1*59; report of the chief engineer , &c .— 
The report of Mr. Daniel C. Jeund, chief engineer, &c., dated January 
7, 1859, made to the governor, says that in June, 1856, the navigation 
from Green Bay to Lake Winnebago was opened, but, owing to the dam 
and lock not being built at Little Kaukana, it was suspended in the 
latter part of the season. 

That in 1857 the navigation of the Lower Fox was good until Sep¬ 
tember, and from that time to the middle of October, the time the dam 
at Little Kaukana was completed, there was some difficulty between 
this point and Rapide Croche, which ceased thereafter. 

That during 1858 there was no interruption of navigation, except for 
a few days, about the 1st of May, when a break occurred in the canal 
at Men ash a. Steamboats have made their regular trips daily from 
Green Bay to Oshkosh and Fond du Lac. They have also run regularly 
from Oshkosh to Berlin, and for a considerable portion of the year from 
Berlin to Montelloand Packwaukee,and occasionally to Fort Winnebago. 
Navigation w as opened on the 12th of April and closed on the 27th of 

* In the spring of 1857 the Milwaukee and Prairie du Chien Railroad, crossing the 
Wisconsin River three times, was opened through to the Mississippi River. 




288 


NAVIGATION OF THE MISSISSIPPI RIVER. 


November, making seven and a half months, which is nearly one month 
more than the average of New York canals. 

The report of Mr. Jenue informs us also— 

That, since the passage of the act of 1856, the company have been actively at work at 
different points on the Fox River. 

Taking the works in the order adopted by me, we learn from Mr. 
Jenne’s report the following in regard to the condition of the works at 
the close of the year 185S: 

At Depere the lock is not yet commenced, but will probably be built 
the coming year. 

At Little Kaukana the dam, lock, and canal section are completed. 

At Rapide Croche the lock and section of canal is about four-fifths 
completed, and will be brought into use by the 1st of June, 1859. At 
Menasha (Winnebago Rapids) the section of canal is completed. 

On the Upper Fox the lock and dam at Montello is over one half fin¬ 
ished, and will be completed by October, 1859. The lock at Fort Win¬ 
nebago has been completed. The lock at Portage City has not been 
commenced, but will probably be built during the coming year. The 
canal at Portage City is not finished, but will progress during the year 
1859, and is now in a condition to pass boats up to the city’. A large 
amount of dredging has been done, and by the opening of navigation 
in the spring there will be no trouble in passing steamboats from Green 
Bay to Portage City, and barges will be able to pass out into the Wis¬ 
consin River. 

The company have two powerful dredge boats, which will be engaged 
in deepening the upper river at all points which may be necessary during 
the next year. Two wing-dams have been built in the vicinity of 
Princeton on the bars, which contract the water and form a good chan¬ 
nel over the bars. Several more wing-dams will be built the coming 
year between Princeton and Berlin, and these, with the dredging which 
will be done, will form a good channel for boats drawing 3£ feet of 
water at all places on the Upper Fox during ordinary low water on said 
river. 

On the Wisconsin River no work had been done for improving it 
since the passage of the act of 1856. Mr. Jenue examined the river 
from Portage City to the mouth in October, 1857, and says: “ I am 
satisified that it can be successfully uavigated, and that within the next 
two years steamboats will run direct from Green Bay to the Mississippi 
River, and thence up and down that river to any points where boats 
now run.” 

Condition of the improvement in 1860.—The next report of improve¬ 
ment obtained by me is the printed one of Mr. John F. Seymour, presi¬ 
dent of the company, made to a select committee of the Wisconsin leg¬ 
islature in 1860. 

Mr. Seymour states that he was appointed president of the company 
in 1858. He states: 

At Depere the lock, by a change of plan, sanctioned by the governor 
in 1857, is to be lengthened, but can be used with some repairs for 
another year or two. At Rapide Croche the new cut-stone lock for 
canal, constructed by Messrs. Conkey and Wesley, will be ready for use 
this spring. The work on the Lower Fox is completed so as to give 4£ 
feet depth of water in all ordinary seasons ; and during the extraordi¬ 
nary drought of last summer, a small amount expended in tightening 
the dams relieved the navigation from all difficulty, except the Menasha 
Channel. The company is now at work on this channel, and no further 


NAVIGATION OF THE MISSISSIPPI RIVER. 289 

serious difficulty is apprehended there, unless there should be a recur¬ 
rence of a similar drought. 

On the Upper Fox River, by a change of plan, approved by the gov¬ 
ernor in February, 1857, the lock and dam in the vicinity of Princeton 
have been dispensed with, and the bars improved by means of wing- 
dams, piers, and dredging, and a large amount of this kind of work has 
been done between Berlin and Meehan River. It is proposed to*put in 
several other wing-dams, both above and below Berlin, against the 
recurrence of a season similar to that of last summer. 

A dam and lock have been partially built at Montello. A new lock 
has been built at Fort Winnebago, on the site of the one built by the 
State, and sunk 5 feet lower than the old lock, to give sufficient depth 
for navigation. It is now anticipated that a lock and darn of low lift 
may have to be built about four miles below Fort Winnebago in conse¬ 
quence of the trouble experienced in keeping that part of the river open 
for navigation. The lock into the Wisconsin River at Portage was re¬ 
paired last year, and with some additional repairs will answer all the 
purposes of navigation the present year. It is intended that both 
dredges shall be employed for the most part of the ensuing season on 
the Upper Fox. In regard to the navigation of this river, W. J. Clem- 
ans made affidavit on the 14th of March, I860— 

Then he had charge of the dredge-boat No. 2, owned and worked by the Fox and 
Wisconsin Improvement Company in the year 1859; that, in the month of August last, 
he came on said dredge from Menasha to Portage; that, where he found the depth less 
than 3£ feet, he dredged it to the depth of 5 feet, except on the Omro bar, where he 
dredged 4 feet deep; that he did not find it necessary to dredge from Berlin to wdtbin 
4 miles of Portage; that of this 4 miles two had a depth of 5 feet water; that he did 
not dredge the remaining 2 miles, having been ordered to the upper lock to dredge it 
out, which he did ; that these two miles aforesaid had been dredged out by said com¬ 
pany, but bad filled up with sand during that season ; that said Upper Fox is constantly 
filling up with sand, and will require dredging every year; that the water in Fox 
River was lower last year than it had been known to be for seven years past. 

Navigation of the Wisconsin to he improved by running a steamboat , &c .— 
Mr. Seymour says, with reference to the Wisconsin, the company have 
been— 

Guided in many respects by the opinions of men of experience, such as Hercules, 
Dousman, and other gentlemen familiar with that stream; that the navigation of the 
river by steamboat would make a channel as in the Mississippi, and that generally 
money expended otherwise would be of no avail, although there may be some points 
where the stream w r ill have to be contracted by wing-dams, &c. A steamboat made 
regular trips from Portage to Sauk in the latter part of last season, and several other 
boats ran out of the Fox into the Wisconsin during the season. 

Expenditures from October 3,1856, to December 31,1859.—The following 
table shows the expenditures for all kinds of work from October 3,1850, 
the time the work passed into the hands of the company, up to Decem¬ 
ber 31, 1859: 

H. Ex. 49-19 



290 


NAVIGATION OF THE MISSISSIPPI RIVER 


Statement of expenditures by Daniel C. Jenne, chief engineer and superintendent, for work 
done on the Fox and Wisconsin improvement from October 3, 1856, to December 31, 1859. 


Kind of work. 

• 

1856. 

1857. 

1858. 

1859. 

Total. 

Lock, dam, and section at Little Kaukana. 
Lock and section at Eapide Croche. 


$34, 404 96 
5, 360 00 

$10, 063 56 
23,544 47 

$901 59 
7, 012 55 

$45,370 12 
35, 917 02 
100 00 


Dam embank, Orand Kankana.. 

$100 00 

Enlarging canal at Little Chute. 

1,579 80 

2, 508 20 

37 96 

4,125 96 
10, 625 01 
5, 815 ( 6 
19, 563 65 

'Rebuilding combined locks, Little Chute .. 


10,625 01 
208 40 

Lock and section at Menasha. 


1,980 00 

3, 626 66 

Lock and dam at Montello...... 


14 ,360 00 
13, 657 57 

5i 203 65 
14, 310 00 

Lock at Fort Winnebago .. 

500 00 

56 26 

28; 523 83 
897 07 

Lock at Portage City... 

'897 07 

Constructing dredges. 

Operating dredges. 

302 99 
535 83 

11, 721 22 
5, 950 53 
1,901 93 
1,050 19 

11 It 

3,956 23 

253 36 
5, 617 29 
3,000 00 

12, 288 68 
16, 059 88 

Wing-dams at Upper Fox. 

i;600 00 

6; 501 93 
1, 070 39 

Lock-houses.*. 

20 20 

Printing. 

152 00 

107 20 



'259 20 

Miscellaneous. 

901 94 

532 30 

2, 559 45 

788 66 

4, 782 35 
304 40 

Navigation account. 

304 40 

Water-power account. 




68 40 

68 40 

Land-damages. 



3, 093 00 

8, 635 25 

260 00 

3,353 00 
28, 496 47 

Engineering. 

2, 212 56 

10, 294 33 

7, 354 33 


Total construction. 

Operating department.. 

4, 725 52 
1, 368 70 

102, 900 03 
12, 830 93 

80, 008 65 
12,190 91 

36, 488 21 

9, 563 13 

*224,122 41 
35, 953 67 


Total... 

6, 094 22 

115, 730 96 

92,199 56 

46,051 34 

260, 076 08 



* This total foots up $196 less than the footing given in the printed report from which it has been 
taken. 


Expenditures from beginning of improvements in 1848 to 1859.—The fol¬ 
lowing consolidated table shows all the expenditures from the beginning 
of the improvement in 1848 to 1859, distributed among the different 
parts of the work as far as the published data available will allow us 
to do it. 

















































Statement of expenditures on the Fox and Wisconsin River improvement from 1848 to 1859, inclusive. 


NAVIGATION OF THE MISSISSIPPI RIVER. 291 


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292 


NAVIGATION OF THE MISSISSIPPI RIVER. 


Mr. Seymour further states— 

The work still proposed to be done is as follows: 

Lengthening lock at Dep^re.*. 

Enlarging canals on Lower Fox. 

Graveling dams. 

Completing lock and dam at Montello. 

Rebuilding lock at Portage. 

Building drawbridge at Portage. 

Enlarging caual at Portage. 

Wing-dams on Upper Fox at Portage. 

Dredging Upper Fox at Portage. 

Engineering and contingencies. 

Total. 75,000 

By reference to these tables, Mr. Seymour says— 

It will be seen that a much larger amount has been expended than was contemplated 
dn the report of September, 1850. There is still about $75,000 worth of work to be 
•done, making the cost about $300,000 instead of $200,000, as specified in the report of 
1850. This has occurred in consequence of a better class of work being done than was 
contemplated, and of many unforeseen contingencies which could not have been antici¬ 
pated. 

Mr. Seymour also states— 

The company have paid out for State indebtedness and construction, since October 
3, 1856, $181,539 more than they have received from the sales of lands and tolls. 

The select committee of the legislature reported : 

Your committee are of the opinion that the said improvement company have, con¬ 
sidering the pecuniary embarrassments of the past two years, and the general depres¬ 
sion of all kinds of business consequent thereon, done all that could reasonably be ex¬ 
pected. 

Operations in 18G0-’61-’62 ; report of superintendent of company. —In 
these years, as far as I have learned, there was little done. The report 
of the superintendent of the company, dated August 18, 1862, makes 
the expenditure from January 1,1860, to August 18,1862, only $6,585.92. 
The amount of lands remaining unsold belonging to the company Au¬ 
gust 1, 1862, was 421,201.27 acres. This report says that— 

The State and the company also insist that they are entitled, under the acts of Con¬ 
gress, to select for the Wisconsin River five sections for every mile of its improvement 
from Portage City to the Mississippi River, a distance of 113 miles, which would still 
further increase the quantity of iands about 362,000 acres. 

Increased capacity necessary for passage of gunboats , &c. —On Decem¬ 
ber 18, 1862, Mr. Jeune, at this time division engineer on the New York 
canals, made a report to the president, Mr. John F. Seymour, in rela¬ 
tion to making the works of improvement of a capacity suitable for the 
passage of gunboats 144 feet long, 34 feet beam, and 6 feet draught, as 


follows: 

On the Lower Fox: 

Excavating dam at foot of the Depere lock. $10, 000 

Raising eight dams varying from 600 to 1,400 feet in length.. 30, 000 

Rebuilding one dam, 700 feet, at Grand Kaukana... 12,000 

Rebuilding four locks..'. 104,000 

Raising fourteen locks and new gates. 66,000 

Raising banks and protecting with wall five miles of canal. 83, 000 

Excavating channel of river at Menasha and Neenah. 25, 000 

Rebuilding guard-gates at Grand Kaukana and Menasha. 10, 000 

< 4 _ ’ _ 

Total. 340,000 

On the Upper Fox : 

Building five locks and dams. $150,000 

Dredging channel at different points and other necessary work_ 120, 000 


$10, 000 
2,000 
1,000 
12, 000 
25, 000 
2, 500 
2,500 
5, 000 
7,000 
8,000 


Total 


270,000 



























NAVIGATION OF THE MISSISSIPPI RIVER. 293 

On canal and locks, Portage City : 

Enlarging and deepening canal and protecting banks. $30,000 

Rebuilding guard lock and protecting head and cutting down breast- 

wall of lift-lock.-. 30 ^ ooO 

Total . $60,000 

On Wisconsin River: 

Building dams for contracting channel of river and other necessary 

work...$260,000 

Engineering and contingencies. 80,000 

Tot al. 333, 000 


Grand total..1,000,000 

He says: 


Should it be considered advisable to make the locks of sufficient length to pass boats 
of 200 feet, it would be necessary to increase the length about 60 feet. The location of 
all the locks now built is such that the change can readily be made at a cost of $10,000 
per lock. The whole cost would then be as follows : 


Cost of improvement as per foregoing estimate. $1,000, 000 

Cost of lengthening 25 locks, $10, 000 each. 250, 000 

Total for boats 200 feet long. 1,250, 000 


The above estimates are, in my opinion, ample for the work contemplated, which can 
all be done in two years. 

In this report Mr. Jenue says: 

The Wisconsin River has a descent of about 1 foot to the mile for 115 miles, is from 
500 to 1,000 feet wide, aud has a current of 2 miles per hour. The bed of the stream 
is of a sandy formation, aud in many places has great width. This is a channel in all 
cases of from 5 to 6 feet in low water, but this being crooked, where the water spreads 
out, it requires to be reduced in width by means of the wing-dams, when the river will 
make its own ckanuel as it recedes from high to low water. The work required to in¬ 
crease the depth of water in all the improvement, so that gunboats drawing 6 feet of 
water can navigate the same, will be as follows. * * * 

The Wisconsin River would be improved by the continuation of wing-dams located 
so as to contract the shallow port'ous of the channel. Toe desired water-way may be 
further secured at low water by the constaut passage of boats between the points at 
which sand may be deposited by the variable action of the current. 

RENEWAL OF INTEREST IN THE IMPROVEMENT BY THE UNITED 

STATES. 

Daring the third session of the Thirty-seventh Congress, a resolution 
in regard to this route was adopted by the House of Eepreseutatives, as 
follows: 

Resolved, That the Committee on Naval Affairs is requested to inquire into and report 
upon the practicability and probable cost and time required to improve the Wisconsin 
aud Fox Rivers, so as to give an uninterrupted navigation from the Mississippi River 
to Lake Michigan for vessels of war 200 feet in length, 34 feet beam, and drawing not 
less than 6 feet of water; and also to report such other facts relating to the defense of 
the lakes, aud a suitable naval station thereon, as they may deem desirable for the 
information of the House. 

Report of the Committee on Naval Affairs Thirty-seventy Congress , &c .— 
Mr. Pike, from the committee, made a report March 3, 1863. They had 
Mr. Jenne’s estimate before them, and, it appears, conferred with Colonel 
Cram, United States Engineers. The report says: 

Colonel Cram adds somewhat to Mr. Jenny’s estimate, and gives as follows: 

Probable estimate to pass a boat 200 feet long by 34 feet beam: 

I would increase Mr. Jenny’s estimate for his proposed method of improving 


the Lower Wisconsin, so as to allow a draught of 6 or 6^ feet, to. $315, 000 

Aud for the canal at Portage City, 6 or 6£ feet draught, to. 70, 000 

And for the Upper Fox, 6 or 6-£ feet draught, to.. . 340, 000 

To which add the above estimate for an improvement in the Lower Fox for 
a draught of 12 feet, including the dredging of 24,000 cubic yards at the 
mouth of the Fox, (sic) . 1,662,384 


2, 387,384 






















294 


NAVIGATION OF THE MISSISSIPPI RIVER. 


The increase of depth in the Lower Fox to 22 feet was suggested for 
the purpose of making Lake Winnebago a naval station, which it was 
held by some would not be prohibited by the u treaty of 1817,” but the 
committee regarded the treaty as practically covering this case. The 
report of the committee closes with the following enlarged views: 

The true ground, as the committee think, upon which to place the propriety of 
yielding assistance to this Wisconsin enterprise, is its great natural importance in 
making cheaper and easier the intercourse between the grain-regions of the Northwest 
and the manufacturing and commercial States of the East. The expenditure of twenty 
millions in the completion of this work aud that of Illinois, with a corresponding en¬ 
largement of the means of conveyance in the East, would be many times repaid in the 
increased general prosperity which would result from it. Whenever some systematic 
aud well-matured plan shall belaid before Congress, which shall compass this result, it 
is to be hoped that it may be adopted. 

Congress took no further action at that time on the proposition. 

Company having failed to perform its agreement, the works of improve¬ 
ment, lands , &g., were sold in 1866.—In the summer of 1866 the u Fox 
aud Wisconsin Improvement Company” have failed to perform fully 
its agreement with the State, the trustees sold the works of improve¬ 
ment, lands, franchises, &c., at public sale, thereby destroying this 
company. 

Green Bay and Mississippi Ca7ial Company, incorporated by the State 
August 15, 1866.—The purchasers were by act of the legislature per¬ 
mitted to organize themselves into a company, and they assumed the 
name of “ The Green Bay and Mississippi Canal Company.” The cer¬ 
tificate of their incorporation is dated August 15, 1866. 

Examinations and estimates ordered by Congress. —The act of Congress 
approved June 23, 1866, under which the survey of this route was 
placed under my charge, contained the following, which may be con¬ 
sidered as intended to cover the expectations of that body in directing 
surveys and examinations of the Fox and Wisconsin Rivers: 

And the Secretary of War * * * shall cause such needful examination of 

other harbors and places in the fourth section of this act specified, upon the sea and 
lake coasts and on Western rivers, to be made as will enable him to determine what 
improvements thereof are required to render them safe and convenient for the naviga¬ 
tion of the naval and commercial vessels of the United States, and the cost of such 
improvements; and he shall make full report thereof, and of the plans deemed advisa¬ 
ble therefor, to Congress at the commencement of the next session, for such action as 
may be judged expedient and right. 

Sec. 4. * * * The Fox and Wisconsin Rivers, in the State of Wisconsin. * * * 

Condition of these rivers and improvements , in 1866.—Brevet 

Maj. C. R. Suter, to whom I intrusted the details of the examination, 
made his report, dated January 2, 1867. My report is dated January 
21,1867, and that of the Chief of Engineers and of tbe Secretary of War 
transmitting it to Congress are dated January 29, 1867; the whole 
printed as part of H. Ex. Doc. No. 58, second session of the Thirty- 
ninth Congress. As this was not repeated iu any subsequent annual 
report, aud not readily referred to, I abstract from it the following brief 
account of the condition of these rivers and the improvements on them 
at that date and the new works and repairs required. 

Major Suter had assistance from Mr. N. M. Edwards, the chief engi¬ 
neer of the company, aud was allowed to trace such copies from the 
maps of the compauy as were needed. These were not published with 
the report, and can now be seeu with the files of the engineer head¬ 
quarters. 

Condition of the Lower Fox River improvement in 1866.—The Depere 
dam is located at the head of natural navigation of the Fox river, 5 
miles above the town of Green Bay aud 7 miles above the mouth of 


NAVIGATION OF THE MISSISSIPPI RIVER. 


295 


the river. It is 1,400 feet long and 6 feet high, and in good order. The 
canal-section is 750 feet long, and forms a basin. The lock is composite, 
with wooden bottom, is 140 feet long, 35 feet wide, 17 feet high, 8 feet 
lift, with 4 feet 3 inches on the lower miter-sill. Four feet three inches 
is the greatest depth attained on the lower miter-sill, but when the wind 
blows out of Green Bay there is sometimes not more than 2 feet. This 
lock is very unsatisfactory. It is ouly 140 feet long, while all the others 
are 160 feet long. The pit should have been sunk at least 2 feet lower. 
A large piece of shoal water intervenes between the lock and the channel 
of the river. The bottom is solid rock. 

The upper level has 6 feet or more depth of water to withiu half a mile 
of Little Kaukana lock, where it diminishes to 5 and 4. 

Estimate. 

To make 4 feet draught. $ 45 ,000 

To make 6 feet draught up to the next lock, with locks 220 by 35 feet, will 

require. .... 83,300 

The Little Kaukana dam is 6 miles above Depere. It is 550 feet long 
and 6 feet high. It is quite level, but leaks considerably. 

The canal leading around the dam is 1,166 feet long, with the lock at 
the lower end. The lock is composite, 160 feet long, 35 feet wide, 19 
feet high, bottom of rock, head-walls of masonry, is in good condition, 
needing no repairs. It has 8 feet lift, with depth on lower miter-sill of 
5 feet 8 inches. 

The level above has about 4 feet depth, but the channel is quite 
crooked, and to be available for vessels of 4 feet draught the dam must 
be repaired and raised 1 foot; to make 6 feet draught the dam must be 
raised 3 feet and straightened ; the canal-banks and the lock must also 
be raised, and the latter lengthened 60 feet for boats 220 feet long. 

Estimate. 


For securing 4 feet draught up to next lock. $3, 000 

For securing 6 feet draught, boats 220 feet long. 27,736 


The Bapide Oroche dam is 6 miles above Little Kaukana. It is 440 
feet long, 6 feet high, and in good condition. A canal 1,800 feet long 
runs from the dam across a point of land. At the lower end is a Hue 
stone lock, the only one in the improvement, all the others being com¬ 
posite. It cost $60*,000. The lock is 160 by 35 feet, 19 feet high, with 
8 feet lift, and depth of 6 feet 6 inches on the lower miter-sill. 

The level above has 5 feet depth to within half a mile of the upper 
end, where loose stones on the bottom cause the depth to vary between 
3 and 5 feet. These stones must be removed. 

To get 6 feet draught, the dam, canal-banks, and lock-wall should be 
raised 1 foot and the upper level cleared of loose stones. For vessels 
220 feet long the lock must be lengthened 60 feet. 

Estimate. 


To make 4 feet draught up to next lock.. $4, ooO 

To make 6 feet draught for boats 220 feet long up to next lock. 41,000 


The Grand Kaukana dam is 4J miles above the Bapide Croche It is 
583 feet long and 6 feet high. It is in a very dilapidated condition and 
should be rebuilt. The caual around the rapids is 7,400 feet long, over¬ 
coming, by meaus of five locks, a fall of 50 feet. The average width of 
the canal on top is 130 feet, with two basins for boats to pass. These 
locks are all composite, 160 feet by 35 feet, with bottoms of rock. 








296 


NAVIGATION OF THE MISSISSIPPI RIVER. 


First or upper lock : Height, 24 feet; lift, 9 feet; depth on lower miter- 
sill, 9 feet 4 inches. Feeds new wood-work to upper section. 

Second lock: Height, 20 feet 7 inches ; lift, 10 feet; depth on lower 
miter-sill, 6 feet 2 inches. Needs new wood-work to the upper section 
and one pair of new gates. 

Third lock : Height, 20 feet; lift, 11 feet; depth on lower miter-sill, 5 
feet 1 inch. Needs new wood-work to upper section, and one new pair 
of gates. 

Fourth lock: Height, 21 feet 4 inches; lift, 10 feet; depth on lower 
miter sill, 0 feet. Needs new wood-work for upper section and four 
new gates. 

Fifth lock: Height, 21 feet; lift, 10 feet; depth on lower miter-sill, 6 
feet. Needs new wood work for half the upper section. 

The upper level up to Little Chute is over 5 feet deep. 

The second, third, fourth, and fifth levels have a nearly uniform depth 
of about 5 feet. 

To obtain water enough for 4 feet draught it will only be necessary to 
rebuild the dam and repair the locks. 

For 6 feet draught for vessels 220 feet long it will be necessary to raise 
the dam and upper lock-walls and canal embankment above it 1 foot, 
also the walls of the fourth lock and the canal-banks on the level above, 
so as to make 6 feet on the miter-sill of the third lock. The levels will 
have to be dredged out and the locks lengthened GO feet, for which 
there is sufficient space. 

Estimate. 


For 4 feet draught up to next rapid. $22, 800 

For 6 feet draught for vessels 220 feet long up to next rapid. Ill, 670 


The Little Chute dam is 2J miles above Grand Kaukana dam. It is 
690 feet long and 7 feet high. It has settled on the west end for one- 
quarter of its length from 1 to 12 inches. The canal is, below the dam, 
6,467 feet long. The fall of 38 feet is overcome by four locks 160 by 35 
feet, the two lowest ones combined. The least width of the canal is 
100 feet on top, and there are several basins in which boats can pass 
each other. 

Upper or lock No. 1 is 14£ feet high ; has a lift of 4J feet, with depth 
of 6 feet 1 inch on lower miter-sill; bottom, rock; Needs repairs on 
gates and new wood-work for upper section. 

Lock No. 2 is 18 feet 4 inches high; lift, 10 feet; depth on lower 
miter-sill, 4 feet 10 inches; bottom, rock. Needs new lower gates and 
repairs on wood-work of upper section. 

Lock No. 3: Height, 19 feet 3 inches; lift, 10 feet 9 inches ; depth on 
lower miter-sill, 6 feet 5 inches; bottom of wood. 

Lock No. 4: Height, 21 feet; lift, 12 feet 9 inches; depth on lower 
miter-sill, 6 feet 9 inches; bottom of wood. Upper sections of both 3 
and 4 need repairing. The upper level has 6 feet draught or more, except 
in the mouth of the canal at the Cedars; at that point only 3J feet. 
The second level is about 5 feet deep. The third level has 4 feet depth 
and upward. To make 4 feet draught it will only be necessary to level 
up the Little Chute dam. To make 6 feet draught, the dam and upper 
lock-walls and canal must be raised 2 feet. The three levels will need 
considerable dredging, and for vessels 220 feet long all the locks will 
have to be lengthened 60 feet. 


Estimate. 


For making 4 feet draught.. $ 7,530 

For making 6 feet draught for vessels 220 feet long. 77,200 






NAVIGATION OF THE MISSISSIPPI RIVER. 


297 


The Cedar Rapids dam is three-quarters of a mile above that at Little 
Chute. It is 470 feet loug and 7 feet high. It has settled for about half 
its length from 1 to 18 inches. A canal 1,200 feet long, its banks faced 
with dry stone, leads around the dam with a lock 160 feet by 35 feet near 
its upper end. The lock is 19 feet high; lift, 10 feet; depth on lower 
miter-still, 3 feet 11 inches ; the bottom is rock ; head-walls, dry masonry. 
It needs new wood-work for the upper section and repairs to two gates. 
The upper level has a good depth, averaging about 5 feet to within a 
short distance of the paper-mill at Appleton lower lock. For a distance, 
say, 500 feet below the mill, it is barely 4 feet. To make 4 feet draught, 
leveling the dam is all that is necessary. To make 6 feet draught, the 
dam, canal-banks, and lock-walls must be raised one foot and considera¬ 
ble dredging done ; and to allow vessels to pass, 220 feet long, will re¬ 
quire the lock to be lengthened 60 feet. 

Estimate. 


For securing 4 feet draught. $3,930 

For securing 6 feet draught for vessels 220 feet long. 23,400 


The Appleton Lower dam (Grand Chute) is 3 miles above that at the 
Cedar Rapids. It is 440 feet long and quite tight and level, and could 
not be raised without overflowing much valuable property. The dike 
on the Appleton side should be raised. 

A canal 1,267 feet long leads around it, with the lock at the lower end 
of it 160 feet by 35 feet. This lock is 19 feet 3 inches high ; lift, 8 feet 6 
inches; depth on lower miter-sill, 6 feet 8 inches; bottom is of rock; 
wood work is good; one gate needs replacing; it must be lengthened 60 
feet for vessels 220 feet long. The level above will require some dredg¬ 
ing to obtain 6 feet draught. 


Estimate. 


For 4 feet draught. Nothing. 

For 6 feet draught for boats 220 feet long. $11, 000 


The Appleton Upper Dam (Grand Chute), about one-third of a mile 
above the Lower Dam, is 800 feet long and about 7 feet high. It is 
quite tight, but for about 430 feet of the middle portion has settled from 
1 to 10 inches. A bulk-head about 1,000 feet long by 12 feet wide on 
top extends from the right-bank extremity of this dam, and forms the 
left bank of the canal. It is built, like the locks, of dry masonry, faced 
with itmber, which is decayed, and the whole should be replaced by good 
stone masonry. 

The canal is carried from the lower end of the bulk-head across a point 
of land a distance of 3,600 feet. In this portion there are three locks, 
160 by 35 feet each, having a total lift of 29^ feet. 

The first or upper lock is 23 feet high; lift, 7 feet 9 inches; depth of 
water on lower miter-sill, 8J feet; bottom is of rock. Needs a pair of 
gates, new wood work for upper section, and relaying of right-hand 
wing-wall. The second lock is 22 feet 2 inches high; lift, 11 feet 9 
inches ; depth of water on lower miter sill, 4£ feet. Needs new pair of 
gates and new wood-work on upper section. The third lock is 22 feet 1 
inch high ; lift is 10 feet; depth on lower miter-sill 8 feet 8 inches. 
Needs one pair of gates and new wood-work on upper section. The 
upper level has over 6 feet till within about 900 feet of the Menasha 
lock ; for about 300 feet of this distance there is only 3 to 3J feet. The 
other levels are designed for 4 feet, but have all got somewhat filled up 
and will need dredging. The lock-walls and canal-banks at the third 






298 


NAVIGATION OF THE MISSISSIPPI RIVER. 


lock will need raising to secure 6 feet draught on the miter-sill above, 
and all must be lengthened 60 feet for boats of 220 feet length. 

Estimate. 


For securing depth of 4 feet. . .$18,870 

For securing depth of 6 feet for boats 220 feet long. 63,870 


The Menasha Channel (Winnebago Rapids) is on the right-bank side 
of Doty’s Island, which here divides the stream. The dam is about 
5 miles above the upper dam at Appleton. It is 460 feet long and 6 
feet high and in good order. The canal around the rapid is about three- 
quarters of a mile long, and the lock is situated at the lower end. Nu¬ 
merous mills, situated along this canal, draw their water from it. These 
mills now draw more water than they are entitled to, and so lower the 
depth for navigable purposes; that while there is six feet draught at the 
upper end of the canal, there is but 3 feet at the lower end. The lock 
is composite, 160 by 35 feet; the lift is 10 feet, and the depth on the 
lower miter-sill is 6 feet 2 inches. The upper section of planking and 
timbers need renewing and the gates repairing. The locks will have to 
be lengthened 60 feet for vessels 220 feet long. The entrance to the 
canal is obstructed above by two bars. The outer one is composed of 
sand and can be dredged; but the inner one, being composed of stiff, 
hard clay, mixed with gravel and covered with bowlders, will require to 
be coffer-dammed and dug out by hand. This channel, however,'is 
much better than the other or Neenah Channel, aud at present is the 


only one used for navigation. 

Estimate. 

For making 4 feet draught.$13, 270 

For making 6 feet draught with locks 220 feet long. 54,200 


The Lower Fox forms the outlet of Lake Winnebago, a body of water 
35 miles long, from 9 to 14 miles wide, with depths varying in the 
deepest parts from 12 to 25 feet. Over the 15J miles of lake naviga¬ 
tion, between the Upper and Lower Fox Rivers, there is a depth of over 
20 feet. This lake is a great reservoir, and prevents any sudden changes 
in the volume of the outlet from freshets—the extreme fluctuations in 
the Lower Fox not exceeding 3 to 4 feet. The level of the lake does 
not reach more than 3i feet above the ordinary level maintained by the 
dams at the outlets, but it is occasionally drawn down by the water¬ 
power mills nearly 2£ feet below this level. The total fall from Lake 
Winnebago to Green Bay is about 170 feet, and the distance 37£ miles. 
The minimum volume of the Lower Fox is given by Mr. Westbrook at 
2,320 cubic feet per second. 

The following table is made up from the figures of Major Suter’s 
report, as modified by me in arrangement iu the foregoing abstract: 






NAVIGATION OF THE MISSISSIPPI RIVER. 


299 


Table in regard to the Lower Fox River in the autumn of 1867. 


Place. 


Pepfcre dam. 

Little Kaukana, dam. 
Kapide Croche, dam.. 
Grand Kaukana, dam 
Little Chute, dam 

Cedars, dam. 

Appleton, lower dam. 
Appleton, upper dam. 

Meuasha, dam. 

Lake Winnebago.*.... 

Total. 


Miles. 
7 


37 * 


Miles. 

7 

13 

19 

23* 

26 

26| 

29 $ 

30* 

35* 

37* 


Feet. 

8 

8 

8 

50 

38 

10 

e* 

29* 

10 


170 


Feet. 

8 

16 

24 

74 

112 

122 

130* 

160 

170 

170 


Cost of making naviga¬ 
tion from one dam to 
next above. 


"I 

£ 


$45, 000 00 
3, 000 00 
4,000 00 
22, 800 00 
17,530 00 
3, 930 00 

*18,'870* 00 
13, 270 00 


118,400 00 


$83, 300 00 
27, 730 00 
41, 000 00 
1 LI, 670 00 
77, 200 00 
23, 400 00 
11,000 00 
63, 870 00 
54, 200 00 


493,370 00 


Condition of the Upper Fox River and improvements in 1866.—The pres¬ 
ent traveled route between Oshkosh and Fort Winnebago is 104 miles, 
the air line being 54 miles. As near as can be estimated, there have 
been 18,000 feet of cut-offs by dredging, making a saviug of about three- 
fifths of the distance. The total fall is about 33^ feet. In most places 
there is a fall of a foot in 2J miles, but there are long reaches where the 
fall is scarcely perceptible. Several lakes occur on the course of the 
river, which are generally shallow and full of wild rice. 

The mouth of the Fox River at Oshkosh is very deep; the channel 
has upward of 20 feet of water, which continues along the whole river¬ 
front of the town; thence to Lake Buttes des Morts, and through that 
lake there is over 12 feet of water; the river is broad and deep, with no 
perceptible current. About 10 miles from Oshkosh the Fox is joined by 
the Wolf River, a stream of uearly its own size. This river is navigable 
for about 50 miles; it penetrates into the lumber regions in the northern 
part of the State, and a great quantity of logs and sawed lumber is 
floated down the river to Oshkosh. 

After passing the mouth of Wolf River 6 feet is the least depth until 
we reach Omro Bar, half a mile below the town of that name; thence to 
the town, 44 feet of water. This portion of the river is quite crooked, 
but this is of no great importance to small vessels, on account of the 
depth of the water. Two miles below Omro a cut about a mile long, 
carrying the waters of the Fox straight to Lake Buttes des Morts, would 
save 7 or 8 miles of distance. From Omro to Delhi there is about 5 feet 
of water; never less, except in small spots. Above Delhi there is the 
same depth to Eureka Bar. From here to the town of Eureka, 1£ miles, 
there is only from 4 to 4£ feet, with occasional deep spots. In front of 
the town there is 6 feet of water. At Eureka there is a permanent 
bridge, the only one between Berlin and Oshkosh. There are several 
floating bridges, however, where country roads cross the river. From 
Eureka to Sacramento there is an average depth of 6 feet. The river is 
quite narrow. 

Above Sacramento there is an average depth of 5 feet half-way to 
































300 


NAVIGATION OF THE MISSISSIPPI RIVER. 


Berlin; then from 4 to 4| feet as far as a floating bridge three quarters 
of a mile below Berlin. Above this bridge, and also in front of the 
town of Berlin, there is about 5 feet of water. Between Sacramento 
and Berlin there is not much marsh along the river, and the banks are 
generally high. Above Berlin, the average depth is from 5 feet to G 
feet for 8 miles. At this point there is a short bar on which the 
water is only 3J feet deep. The average depth above here is from 5 feet 
to G feet, until the mouth of the Puckeyan River is reached. Just above 
the mouth of this stream is a short bar with 3J feet of water. At the 
lower end of Willow Bend is auother short bar with 3£ feet of water. 
At the mouth of White River is a bad bar 300 yards long, and having 
only 3 feet of water on it. In the west side of the first bend above 
White River is a flat bar caused by a sudden widening of the stream. 
It is 200 yards long, and has 3J feet of water on it. (The lowermost 
wing-dam is about 2 miles below State Centre.) There is a bar below 
this lower wing-dam with 3 feet of water. Above this wing-dam there 
is from 3J feet to 4£ feet of water; usually 4 feet and often more. The 
banks of the stream from Berlin to the lower wing-dam are generally 
low and marshy, but above this point they are quite high, and com- 
tinue so to the mouth of the Meehan River. There is a second wing- 
dam at State Centre. At Saint Mary are the ruins of a bridge. From 
Saint Mary to Princeton the river is quite shoal. The average depth is 
4 feet, but on the bars there is less than 3 feet. There are two more 
wing-dams at Princeton. There is also at this point a good, permanent 
bridge across the Fox. 

Between Princeton and the mouth of Meehan River there are three 
wing-dams. In this portion of the river the water is quite shoal, not 
more than 3 feet deep. From Omro to the mouth of Meehan River the 
fall is about 1 foot in 2£ miles, and there is quite a strong current. 
Above Meehan there is slackwater to Lake Puckaway. The river is 
very wide, with 6 feet or 8 feet depth of water or more. Within Ihe 
Big Bend, abovp Princeton, the ground is quite high, about 30 feet 
above the level of the river. If a canal could be cut through here about 
10 miles would be saved, as the neck isouly a mile wide. 

Lake Puckaway is a sheet of water 8J miles long and from 1 to 2 
miles wide. The lower end of the lake is very shallow and full of reeds 
and wild rice. A channel, running northeast from Marquette, has been 
cut through for steamers. It is from 3 feet to 3^ feet deep. A channel, 
having 4 feet of water, leads along the eastern shore of the lake. The 
bottom of the lake is very soft, black mud, through which a channel of 
any depth can be easily dredged For about a mile to the westward of 
Marquette the lake is filled with rushes. A channel exists, however, 
which has about 4J feet of water. After getting out of the rushes, 
there is from 5 feet to 6 feet of water to the end of the lake. 

At the mouth of the Fox, that is, where it enters Lake Puckaway, 
there is a bar half a mile long, where there is only from 3 feet to 3J feet 
of water; above this there is 5 feet or 6 feet for about 3 miles. Just 
below the large bend there is about 4| feet; then for a mile from 6 feet to 
7 feet. The rest of the way to Monte Ho the river is shallow. Three and 
a half feet is the average depth, and 3 feet is the least. There are a 
good many sand-banks just below Montello which wash into the stream 
and cause bad bars. The current between the lakes is quite rapid. 

At Montello, a lock and dam are being constructed to raise the water 
above Lake Buffalo. As shown by the plan, it is designed to cut the 
canal through into a bayou, which has a depth of about 7 feet. The 
Montello River has also been turned into this bayou. 


NAVIGATION OF THE MISSISSIPPI RIVER. 


301 


The dimensions of the lock, dam, and canal, when finished, will be as 
follows: Dam, 151 feet long; canal, 650 feet long and 90 feet wide; lock- 
lift, 3 feet; depth on lower miter-sill, between 8 feet and 9 feet; height 
of lock, 15 feet; length, 160 feet; width, 35 feet; composite lock, with 
head-walls of masonry. 

Above the mouth of Montello River there is from 4 to 4J feet of water 
as far as the lower end of Lake Buffalo. Lake Buffalo is a large rice- 
field, about 13J miles long and half a mile wide. The Fox crosses it in 
a very tortuous but deep channel. After entering the lake there is from 
6 feet to 9 feet as far as Packwaukee, and even as deep as 15 feet. There 
is a pile-bridge across the lake at Packwaukee. From Packwaukee a 
good channel leads to the end of Buffalo Lake. The water runs from 7 
feet to 9 feet in depth. Between Lake Buffalo and Lake Menomin there 
is a channel of about the same depth, and also through Lake Menomin. 
This channel is exceedingly crooked. Lake Menomin is a large wild- 
rice field like Lake Buffalo. It is 1£ miles long by half a mile wide. 
After leaving this lake, and especially after passing Merritt’s Landing, 
just above Mouudville, a series of small, but bad, bars are met with. 
They are caused by the washing of a high sand-bluff on the river-bank. 
These bars have barely 3 feet of water on them. The worst of them 
could be avoided by a cut off. In the last mile below Roslyn the chan¬ 
nel is as a general rule quite deep, from 6 to 8 feet; but shoal spots 
occur, where only 4J feet is to be found. The channel is exceedingly 
crooked and narrow. A great many cut-offs should be made in this 
portion of the river. 

From Roslyn to the first cut-off there is from 5J feet to 7 feet of water. 
Just below this cut-off is a short bar with only 3 feet of water. In the 
cut itself there is about 4 feet. Above the cut is another bar with 3 
feet depth. This first cut-off is only about 40 feet long; but it saves 
nearly a mile of distance. From the first to the second cut-off the depth 
is about 4£ feet. In the cut-off there is a bar with about 3 feet of water. 
The rest of the cut has a depth of about 4J feet. From the second to 
the long cut-off there is from 6 feet to 9 feet of water. At the lower end 
of the long cut-off there is 5 feet of water; at the middle, 4 feet; at 
the upper end, 3 feet, with a short bar having from 2 feet 8 inches to 3 
feet. From the end of the cut-off to Governor’s Bend lock there is about 
5 feet of water. Between Governor’s Bend lock and Roslyn the stream 
is very crooked, and several long cut-offs should be made. The cut-off 
just below Governor’s Bend is about a mile long, and saves about 3 
miles. Governor’s Bend lock, dam about 4 feet high and 60 feet long. 
Canal, 570 feet long and 57 feet wide. Lock, composite; lift, 4 feet; 
depth on lower miter sill, 5 feet 6 inches; height 15 feet; length, 160 
feet; width, 35 feet; new and in good order. From this lock to Win¬ 
nebago lock there is slack water. The channel leads almost entirely 
through cut offs, and is quite free from sharp bends. The width of 
these cut-offs is about 60 feet. The depth will average 4J feet to within 
a mile of Winnebago lock. In this last distance the channel is full of 
sand-bars. The water gradually shoals from 4J feet to 2| feet. At the 
foot of Winnebago lock there is 8 feet of water. 

At Winnebago lock the lift is 7 feet; depth on lower miter-sill, 6 feet 
1 inch; height, 17 feet; length, 160 feet; width, 35 feet. Composite 
lock with masonry head-walls; all in good order. 

The canal which connects the Fox and Wisconsin Rivers is quite shoal. 
At the lower end it is 5 feet deep for about 200 feet; then 3 feet deep to 
within 500 feet of the first railroad-bridge; then 2£ feet deep to the sec¬ 
ond railroad-bridge; then 2 feet deep to the town of Portage. At the 


302 


NAVIGATION OF THE MISSISSIPPI RIVER. 


upper or Wisconsin end it is about 18 inches deep. The mill at the lower 
end draws the water down about 1 foot. At the upper end of the canal 
is a guard-lock, which is used as a lift-lock when the Wisconsin is high. 
It is in a very dilapidated condition, and should be rebuilt. It is 2J miles 
(12,400 feet) in length, and 75 feet in width. It is cut through a flat, 
sandy plain which separates the waters of the Fox from those of the 
Wisconsin. The Fox Kiver is about 5 feet lower than the Wisconsin in 
ordinary stages of water. During high water the Wisconsin overflows 
this neck of low ground at Portage, and also 5 or 6 miles above, and a 
large portion of its waters are thus diverted to Green Bay. The spring- 
rise in the Fox is principally owing to this cause, for the Fox itself 
fluctuates very little. About 7 miles below Portage a stream called Big 
Slough comes into the Fox. During high water this connects with the 
Wisconsin and becomes a very considerable stream, bringing a large 
volume of water into the Fox. In fact, the greater part of the low 
country between the two rivers is overflowed by the Wisconsin at this 
time. It will be seen that the canal is not straight, but makes a con¬ 
siderable bend to the westward. The object of this was to place the 
mouth of the canal on the Wisconsin side, above an island. It was 
afterward proposed to give it a different direction, but the idea has 
never been carried out. At present the main bulk of the Wisconsin 
runs through the inshore channel, and the whole of it can be diverted 
through there if desirable. It is also much easier to protect the mouth 
of the canal in the proposed position than in the one it occupies at pres¬ 
ent. But the change is not a matter of any great importance. 

The canal at present is almost filled up with sand, but it is being 
dredged out. 

The only plan of improvement of the Upper Fox Kiver which gives 
promise of permanency is to create slackwater navigation throughout 
the whole length of the stream by means of locks and dams. As a great 
deal of valuable property would be overflowed and ruiued by putting in 
high dams and locks of great lift, it appears preferable to use low dams, 
say 3 feet high, and then lower the bed of the stream above and below 
the dam by dredging sufficiently to destroy the current. Further dredg¬ 
ing will give the requisite depth for navigation, and the channel thus 
made will remain permanent. 

Three locks appear necessary between the mouth of Meehan Kiver 
and Omro. Above the former and below the latter point there is slack- 
water already, or will be when certain improvements in progress are 
finished; notably the Montello lock and dam. 

The total fall between Meehan Kiver and a point 1J miles above Eureka 
is 12.87 feet, which it is proposed to distribute as follows: One lock at 
Princeton, 4 feet lift; one lock at Fiddler’s Bend, 4.feet lift; and one 
lock 1J miles above Eureka, 5 feet lift. 

Ten feet of this total lift is included in the 12.87 feet, the remainder 
of that sum being allowed for backwater and flowage. 

Details from Winnebago lock to Governor’s Bend lock: distance, 5} 
miles; fall not accurately known, as the bed of the stream has been 
much lowered by dredging since the last survey was made. The lock 
has about 4 feet lift, so that the fall is probabfy between 4 and 5 feet. 
Slackwater exists above Governor’s Bend dam. 

Governor’s Bend lock to Montello lock: distance, 21 miles; fall, 5.95 
feet, as nearly as can be computed. This is thought to be too much. 
The Montello dam is to raise the water 3 feet, and it is proposed to low’er 
the bed below Governor’s Bend lock 1 foot by dredging. This will, it is 
hoped, give slackwater back to Governor’s Bend lock; but, in case it does 


NAVIGATION OF THE MISSISSIPPI RIVER. 


303 


not, the Montello dam can be raised 1 foot more. It will probably be 
necessary to lower the bed of Governor’s Bend lock 2 feet to enable a 
vessel drawing 6 feet of water to get through it; but this cannot be 
stated positively until a new set of levels has been run to ascertain the 
exact amount. The Montello dam can be raised, if necessary, without 
overflowing a great extent of country. 

From Montello lock to head of Lake Puckaway: distance, 7 miles; 
fall, 4.93 feet. Bed of stream to be lowered 4 feet by dredging below 
the Montello lock, leaving .93 foot fall in 7 miles, or about .13 foot to the 
mile. From the head of Lake Puckaway to the mouth of Meehan Biver 
there is slack water. 

From mouth of Meehan Biver to Princeton lock: distance, 5f miles ; 
fall, 2.57 feet. Water to be raised 2 feet by a dam, and lowered below 
the dam 2 feet by dredging. Lock, 4 feet lift; flowage, .57 foot. 

Princeton lock to Fiddler’s Bend lock: distance, 12 miles; fall from 
foot of Princeton lock, 2.92 feet. Water to be raised 2 feet by the dam, 
and lowered 2 feet below the dam by dredging. Lock, 4 feet lift; flow- 
age, .92 foot. 

Fiddler’s Bend lock to Eureka lock: distance, 15| miles; fall from 
foot of Fiddler’s Bend lock, 3.38 feet. Water to be raised 2 feet by a 
dam, and lowered below the dam 3 feet by dredging. Lock, 5 feet lift; 
flowage, 1.38 feet. 

From Eureka lock to Oshkosh: distance, 24 miles; fall, 5.80 feet. 
Water to be lowered 3 feet at upper end of level by dredging, as stated 
for Eureka lock. This will reduce the fall 2.80 feet in 24 miles, or a little 
less than .12 foot to the mile, which is practically slack water. 

The volume of the Upper Fox at low water is not stated by Major 
Suter, nor have I seen it stated for any point of its course. At the lock 
near Fort Winnebago it is a very small stream at low water, merely suf¬ 
ficing as a feeder to slackwater navigation. Its amount is of no prac¬ 
tical importance in this view, for any needed supply can be drawn from 
the Wisconsin Biver, which is the feeder for the canal connecting the 
two streams. 

Major Suter states the lift of the lock at Fort Winnebago to be 7 feet, 
and the height of the Wisconsin above the Fox at this point to be 9J 
feet. This fall of 2£ feet in 2£ miles is inadmissible in a canal for navi¬ 
gation, and is only allowable for supplying water-power. The guard- 
lock at the head of the canal communicating with the Wisconsin is also 
a lift-lock even at low water, and enables vessels to pass into the Wis¬ 
consin. To the preceding amount of elevation between the Wisconsin 
and Lake Winnebago, as stated by Major Suter, must be added 2J feet 
for the Portage Canal guard-lock, and he makes this allowance in his 
table of total elevations. 


304 NAVIGATION OF THE MISSISSIPPI RIVER. 


Table of estimates given by Major Suter, United States Engineers, for the improvement of the 
Upper Fox liiver and Portage Canal, with distances and elevations. 



Distance apart. 

Total distance. 

Fall of water between 

places. 

Elevations above Lake 

Winnebago. 

For draught of 4 feet 

locks 160 feet by 35 

feet. 

For draught of 6 feet 

locks 220 feet by 35 

feet. 


Miles. 

Miles. 

Feet. 

Feet. 



Oshkosh to Eureka. 

22* 

2 2J 

5.20 

5. 20 

89, 400 

$31, 400 

Eureka to Fiddler’s Bend. 

16* 

39 

5. 98 

11.80 

71, 673 

151,873 

Fiddler’s Bend to Princeton. 

12i 

51* 

4. 92 

16.10 

67,400 

114, 888 

Princeton to Meehan River. 


57 

2. 57 

18. 67 

57, 654 

105, 506 

Meehan River to hea,d of Lake Pucka, way_ 

fii 

63* 

0. 95 

19. 62 


32, 852 

Head of Lake Puckaway to Montello. 

15* 

78* 

4. 93 

24. 55 

35, 202 

79. 005 

Montello to Governor’s Bend lock. 

21 

99* 

5.95 

30. 50 

40, 000 

88, 466 

Governor’s Bend lock to Fort Winnebago. 

5* 

105 

2. 60 

33. 10 

4, 693 

50, 505 

Fort Winnebago to Wisconsin River (Portage 







Canal). 

2* 

107* 

9.51 

42.61 

40, 000 

80, 600 

Total. 





326, 022 

735, 095 







Condition of the Wisconsin liiver in 1866.—Major Suter’s report says: 

On reaching the Wisconsin River the season was so far advanced that I was obliged 
to limit myself to a cursory examination of the stream, with a view of determining its 
general characteristics, the feasibility of rendering it navigable, and the best means of 
attaining this end. The river when I started from Portage City was about a foot above 
low-water level for this season. During the time occupied by my examination, it fluc¬ 
tuated between this height and 6 inches lower. The soundings and cross-sections taken 
can therefore only he relied on as giving a general idea of the volume of water in the 
river and the depth of its channel. No reliable survey has ever been made of this 
river. Its exact length, even from Portage to its mouth, is not known, hut is given 
differently by various authorities, who all base their conclusions on the Land-Oflice 
maps. The length which I have assumed is believed to be nearest the truth. The 
total fall between the same points is also a matter of conjecture. I took twelve ob¬ 
servations at intervals of about 10 miles, to determine the fall per mile, and the mean 
of these observations is probably very nearly exact. I give here the length, total 
fall, and fall per mile, as given by different authorities. 

To avoid repetitions, and to enable comparisons to be made here of 
the value of these determinations and those given by others, the follow¬ 
ing table has been made. The exact measurements made by our survey 
in 1867 are added : 


Table of different estimates and measurements of length , slope, and total fall of the TFiscon- ‘ 

sin River below Portage. 


Authority. 

Length in 
miles. 

Fall per 
mile. 

Total 

fall. 

Mr. C. D. Westbrook, civil engineer, from levels furnished by railroad 
companies in 1854 .. 

137 

Feet. 

0 95 

Feet. 

131.00 

Silliman’s Journal, altitude by barometer. 

. 63 

Mr. D. C. Jennd, civil engineer, chief engineer of Fox and Wisconsin 
Improvement Company. 

115 

1. 00 

115. 00 
179. 00 

Levels furnished Major Suter by railroad companies in 1866. 

Lengths taken by Major Suter from latest editions of State sectional 
maps, the fall per mile a mean of twelve observations, from which 
the total fall is deduced. 

112 

1 34 

150. 08 
178. 00 

Determined by our survey made in 1867. 

118* 

1. 50 



The result of our survey in 1867 thus appears to be nearly the same 
as that given by the railroad company—the most unfavorable of all for 
an improvement of the navigation. 
















































NAVIGATION OF THE MISSISSIPPI RIVER. 


305 


This being the case, we must be prepared to make some allowance for 
the favorable view of the navigation held by Major Suter, and a still 
greater one for the views advanced by the canal company’s engineers 
and officers, under the influence of the idea that the slope was so much 
less on the average than it really is. 

It is not my intention to quote connectedly from Major Suter’s report 
on the Wisconsin, as the data obtained by him were necessarily very 
imperfect, and he recommended that a thorough survey should be made. 
The views he expressed were derived from imperfect data, and although 
they may be quoted by others hereafter as more favorable than those 
entertained by me, I refrain from doing it, because I think it would be 
unjust to him. He submitted an estimate for a thorough survey, but 
none for any improvement. He thought that with low wing dams 6 feet 
draught could be had. 

In my report submitting Major Suter’s, I said: 

I have not as favorable an opinion as Major Suter has of the beneficial effect of dams, 
and I have estimated for the expense of applying boats to operate directly on the bars, 
to ascertain the improvement susceptible by that means. This was one of the means 
suggested by him. The sands of the Wisconsin River bars are easily moved by the 
water, they being free from any cementing material. I believe a low-w ater navigation 
of 3 feet throughout would be all that at present can be promised. 

The survey that I made in 18G6 at the mouth of the Wisconsin gave 
a depth over the bar of only 16 inches. 

With the low-water depth of the Wisconsin secured at 3 feet, we might rely much 
Qf the time on 4 to 6 feet for average stages. 

The locks on the Fox River improvements are designed for 4 feet draught, and it 
seems questionable whether it would do to undertake increasing this depth before its 
availability on the Wisconsin was demonstrated. Products passing from the Missis¬ 
sippi to the east through the lakes must break bulk before reaching its destination. 
No vessel suitable for these upper rivers would be able to navigate Lake Michigan, nor 
could the lake vessels in ordinary river-stages float on the Upper Mississippi. There¬ 
fore, for a through traffic it would seem best to adapt the improved connecting chan¬ 
nel to the size of the grain-barges of the Mississippi. The dimensions of tow-boats 
need not exceed them. 

WORKS OF IMPROVEMENT, ETC., IN TIIE YEAR 1867 

In accordance with the recommendations of my report, an appropria¬ 
tion of $40,000 was made and approved March 2, 1867. An allowance 
was also made from the item for survey of western and northwestern 
rivers, to enable me to make a survey from Portage to the mouth of the 
Wisconsin River. 

The procurement of a boat especially designed for the Wisconsin was 
deferred till a better knowledge of it was gained, and until the result 
of operations with similar boats on the Mississippi River could be ob¬ 
tained. This was all that was attempted on the Wisconsin River. 

The Green Bay and Mississippi Canal Company, during the year, ex¬ 
ecuted several needed works of repair, and continued dredging the 
channel on the Fox River and the canals around the dams. I have not 
seen their annual report, but learned from the chief engineer that the 
dam and lock at Montello were completed, the lock being composite, 
and costing $19,000. The dams in connection with it cost $9,000. 

WORKS OF IMPROVEMENT IN THE YEAR 1868. 

This year the Green Bay and Mississippi Improvement Company con¬ 
tinued tbeir works of repair and dredging on the Fox River. I person- 
H. Ex. 49-20 


306 NAVIGATION OF THE MISSISSIPPI RIVER. 

ally examined the line of the Fox River, and purchased at Oshkosh the 
small side-wheel steamer Winneconne, which was supplied with a pow¬ 
erful engine and a spool geared to connect with it, thought to be of 
great service in pulling snags and warping the boat across shoals. Her 
dimensions were: length, 84 feet; breadth, 24; draught, light, 2 feet. 
This vessel had but little difficulty in passing up the Upper Fox, although 
drawing all the water there was on the bars; but it took a great deal of 
trouble to get her down the Wisconsin River at all, and she was unable 
to pass Prairie du Bay till after a rise took place. We were unable to 
make any use of her, worth namiug, that season. 

In October an attempt was made to employ the Caffrey (one of the 
Mississippi dredge boats) on the lower part of the Wisconsin, she having 
been satisfactory on the Mississippi. It was found, however, that she 
could not get into the Wisconsin. She drew about 32 inches, and was 
150 feet long by 30 wide, with side-wheels. Only 2 feet water on the 
bars could then be found for 6 miles up the Wisconsin. (See pp. 203 
and 204 Annual Report of Chief of Engineers for 1869.) 

Much additional information about the valley of the Wisconsin River 
was gained this year by Capt. D. W. Wellman, after he had submitted 
his report, which is printed with that of the Chief of Engineers for 1868. 
(See pp. 351 to 356.) In this report he favored a canal along the valley 
more than any other method of improvement. 

WORKS OF IMPROVEMENT IN 1869. 

During September and October the Winneconne was employed (with 
two barges to carry fuel and working apparatus so as to secure least 
possible draught) in removing snags from the Wisconsin between Por¬ 
tage and Sauk, and this enabled two small stern-wheel vessels to make 
trips on this portion of the Wisconsin. 

I again made a thorough personal examination of it in company with 
Mr. Jacob Blickensderfer, jr., an experienced canal engineer, and with 
his assistance planned the estimate for a canal along the valley, sub¬ 
mitted with this final report. I believe no work was done by the canal 
company beyond repairs immediately needed. 

CONCLUDING REMARKS TO CHAPTER III. 

My views in regard to the improvement of the Wisconsin differ so 
much from those generally held heretofore that I have felt called upon 
to write this chapter, so that others can see by it the reasons for those 
previous views and compare it with my own; and as the Wisconsin 
forms only part of the route, I have thought it necessary to give an 
account of the other portion and how its improvement has been carried 
on, so that in adopting a final plan for a through route of water-trans¬ 
portation the whole subject may be presented for consideration. The 
endeavor has been to make this presentation as complete as possible, 
because the documents from which it is mostly obtained are not avail¬ 
able for general consultation. 


NAVIGATION OF THE MISSISSIPPI RIVER. 


307 


CHAPTER IV. 

REPRESENTATION OF SURVEYS MADE IN 1867-’68-’69; THEIR OBJECT AND 
EXTENT; MAPS AND DIAGRAMS CONSTRUCTED FROM MEASUREMENTS; 
TABLES OF HYDRAULIC DATA; ANOMALOUS PHYSICAL FEATURES CON* 
SIDERED AND REFERRED TO A GENERALIZATION OF SIMILAR EXHIBI¬ 
TIONS ELSEWHERE. 

Preparations for the survey—Instructions for conducting the surveys— Description 
of THE MAPS and diagrams made from the surveys —Continuous plot, scale 200 
feet to an inch—Cross-sections of the valley, scales 400 feet horizontally and 40 feet 
vertically to the inch—Longitudinal profile of the valley—Plots of current measure¬ 
ments for volume—Map of river on a scale of two inches to the mile—General map 
of the route from Green Bay to the Mississippi River—Sheets of river-gauge curves— 
General description of tiie basin of the Wisconsin River —Form of basin, 
geographical position, &c.—General elevation above the sea—Geological formations 
in the basin—Climate— Description of features of the valley —Definition of 
term valley, &c.—Slopes and terraces not overflowed at high water—Marginal 
land and islauds overflowed at high water— The river-bed —Sand-bars, &c.—‘ 
Their formation—Action at low water—Very bad sand-bars in the Mississippi below 
the Wisconsin—Very bad sand-bars on the Wisconsin at the junction—Movement of 
sand-bars down stream—Sources and quality of the sand—Comparison of the Wis¬ 
consin sand with other water-moved sands—Gravel and bowlders in river-bed—Fall¬ 
ing of trees and snags—Bedrock— Bridges — high and low water stages and 
their duration — ice—slope of water-surface —Table of measured slopes at 
low water— Bend effect — volume of discharge —Method of measuring volumes—• 
Table of measured and low-water volumes—Explanation of construction of table— 
Volumes at a stage one foot above the low water of 1867—Volumes at Skinner’s 
Bluff for all stages— Anomalous physical features of the Wisconsin and Fox 
River basins —The near approach of the streams without uniting—Peculiarities in 
the course of the Wisconsin—Peculiarities in the course of the Upper Fox River— 
Lower Fox River—Analogies between the Lake Winnebago basin and the Lake Win¬ 
nipeg basin in British America—Probable former extent of Lake Winnebago, with 
diagram—Hypothesis consistent with above-noted conditions—Previous attempts 
at generalization in regard to Fox River— Probable change of drainage of the 
Four Lakes near Madison —Explained by the same hypothesis which is applicable 
to an extensive area. 

Preparations for the survey. —The examination of the Wisconsin an‘d 
Fox River route in 1866 had shown that we were very well informed in 
every respect concerning the portion in charge of the Green Bay aud 
Mississippi Canal Company, along the Lower and Upper Fox Rivers, 
and the canal at Portage, but that we had no good survey of the part 
along the Wisconsin River. It was designed, therefore, to make as 
thorough asurvey as possible of that river from the Portage Canal to 
the Mississippi during the season of 1867. 

Early in August gauges were set up and observers engaged to con¬ 
stantly record the height of the water at the following named places: 
At Kilbourn City, about 20 miles above Portage; at Portage; at Sauk 
City, 29 miles below Portage; at upper railroad-bridge, 25 miles below 
Sauk City; at Muscoda, 23 miles below the upper railroad bridge; at 
the lower railroad-bridge, 21 miles below Muscoda; and at Bridgeport, 
14 miles farther down. 

This last place is but 6 miles above the junction with the Missis¬ 
sippi, and within the range of backwater from floods in this latter river. 
These gauges were observed till the river was closed by ice, about the 
1st of December. They were also continued at Portage; upper and 
lower railroad-bridges, in 1868, from April to December; and at the 
upper and lower railroad-bridges in 1869 till December. In these 
years the river was open from the first part of April to the first part of 
December. These gauge-observations, as plotted, accompany this re¬ 
port. Observations on the Mississippi, at Prairie du Chien, and on 
Lake Winnebago, are shown at the same time for comparison. These 


308 


NAVIGATION OF THE MISSISSIPPI RIVER. 


three years (1867-’G8- ? 69) gave an average volume of water above the 
promise of years in general, as to the amount of water flowing along 
the Wisconsin and neighboring streams. 

As it was desirable to conduct the survey at low water, the first part 
of the summer of 1867 was used in preparations, such as fitting up a 
large fiat scow with a cabin, to serve as a quarter-boat for the surveying 
party, and in obtaining instruments, note-books, &c. 

Instructions for conducting the survey .—The work was executed so 
nearly in accordance with instructions that I cannot better describe it 
than by inserting the instructions issued by me August 10, 1867: 

United States Engineer Office, 

Saint Paul, Minn., August 10, 1867. 

The survey of the Wisconsin River will extend from Kilbourn City to its junction 
with the Mississippi. It is designed to have the maps and report exhibit all the infor¬ 
mation required for a thorough consideration of the subject of improving its navigation 
at low stages and determining the best plan of executing it. 

If this improvement may be made by deepening the water on the bars by means of 
scrapers in excavating or by wing and longitudinal dams to prevent such bars from 
forming or cause their removal when formed; if by closing up one or more of the chan¬ 
nels we can produce a sufficiency in the desired one; or, if these must all fail and resort 
be had to slackwater by dams with locks, or by continuous canal with locks along the 
valley, must also be determined, if possible, from the survey; and also the relative 
advantages of different methods in economical construction and practical value, when 
made. 

The quality of navigation sought is such as will adequately meet the wants of a 
great line of communication from the Mississippi River to Lake Michigan along this 
river, the Upper Fox River, Lake Winnebago, Lower Fox River, and Green Bay. The 
existing information contains but very little that is conclusive concerning the engineer¬ 
ing question involved. Nothing, therefore, must be relied on from other sources than 
this survey, and nothing left undone that circumstances of time and ability will enable 
the surveying parties to do. 

The general features of the valleys of the northwestern rivers must be always kept 
in mind by the different engineers emploved, and they are readily appreciated by refer¬ 
ence to the following section and map, Plate II. 

The main features observable are, first, a high bluff on each side of the river-valley, 
from 1 to 10 miles apart, and from 100 to 400 feet high, composed mainly of horizon¬ 
tally-stratified rock, and, in the case of the Wisconsin, of magnesian limestone of the 
Siluriau formation. The slopes, however, are often covered with earth and grass, so 
that the rock is discernible to common observation only at places where quarries have 
been opened. 

The second feature is a level or nearly level terrace, mainly composed of sand, though 
occasionally having a rich surface-soil. Towns are frequently located upon it. This 
terrace is from 20 to 60 feet above the level of the water; it is never continuous through¬ 
out the valley on either side, and rarely of much extent on but one side at a time. It 
is, probably, the shallow parts of an ancient water-course which once occupied the 
valley from bluff to bluff. It is now generally above overflow. 

The third feature is the bottom-lands of the river, generally overflowed at highest 
stages, and having the high bluff or terrace for their margin." This bottom contains 
many lakes and marshes, and is cut up by sloughs forming islands, which sometimes 
divide the main stream into nearly equal parts. The margins of these bottom-lands 
are, in the natural state, generally wooded, and form the banks of the stream at mod¬ 
erate stages when the sand-bars are covered. • 

The fourth feature is the bed of the stream, which includes the part covered at me¬ 
dium stages, but large portions of which become dry sand or gravel bars at low stages. 

There are thus four different prominent benches or levels in the river-valley: 

1. The level forming the main bluff. 

2. The sand-terrace, generally above overflow. 

3. The bottom-land, generally overflowed at highest water. 

4. The bed of the stream. 

It is desirable that the topographical survey shall give the limits of each of these 
and their elevation. This may be in a very general way for all but the fourth level, to 
which the details of the survey should be mainly directed. 

The sketch of the valley given above assumes a simple case where the river is divided 
by a single island, but the bottom-lands are often much more complicated in structure. 
There is generally, however, as in the case given, one main channel, and to this the 
more thorough work of sounding may generally be confined. Experience, good judg- 


NAVIGATION OP THE MISSISSIPPI RIVER. 309 

ment, and a knowledge of a special case, when it occurs, must govern tlie engineer as 
to what is to be clone. 

The survey will be conducted as follows: 

A continuous transit-line will be carefully measured and staked off on one bank or 
the other of the main river, as may be most easy, aud all the topography sketched 
along it. The opposite shore must be located by triangulation. 

1 he topographical note-book must show both edges of the bottom-land, and the edge 
of the water at the time must fix the position of the stakes used by the sounding par¬ 
ties, and must locate all prominent buildings by measurements, angles, or bearings, 
when practicable. 

When passing prominent points marks must be left, on which back-sights can be 
taken as the work progresses, and distant points on bluffs aud buildings should be 
similarly used. 

Accompanying this transit-line must be a careful line of levels, in which should be 
noted frequently the height of the bottom-lands or sand-terrace, when near, the height 
of the water of the river at the time, that of the last high water, and the most noted 
high or low water mark that may be ascertained. Both these instrumental surveys 
should establish marks, at least once a mile, on trees, rocks, or permanent buildings; 
carefully describe them in the notes, and select such as may be readily found after the 
lapse of years for futuie surveys to connect with, as well as for the detached portions 
of this survey. 

There will be, besides this main line, two subordinate compass-parties to survey the 
minor channels, which will connect their work as often as possible with the main line, 
and must always do so at the point of beginning and ending of such subordinate line. 

These parties will note, besides the topographical sketches and horizontal dimen¬ 
sions, the height of the banks, either bottom-land or sand-terrace, wherever they see 
them, and will make an occasional section by sounding across the slough or chute 
they are surveying. 

In case one of these parties is surveying a channel as large, or nearly so, as the main 
channel, it must be sounded with the same care as the main channel, especially if there 
is any question about which one it would be most desirable to close up. 

There will be a separate level-party to run level-lines transversely of the valley as 
often as the progress of the survey will permit, and where there are steep bluffs the 
hand-level can be used to level up to their summits. 

In all cases side distances for locating important objects must be measured with a 
tape-line; pacing will frequently ascertain them with sufficient accuracy, and, if cir¬ 
cumstances prevent this, the estimated distance must be nored. 

The sketches must be made to a scale on the ground, must give the kind and quality 
of the trees, marshes, sand-bars, and rocks; and, when objects cannot be entered on the 
page by using the regular scale, the distance must be noted or estimated by angles or 
bearings from fixed points. Connections will be made as frequently as may be with 
the railroad line, and all the bridges and piers will be carefully measured and located, 
and notes made of all obstructions. 

The sounding-lines will be run obliquely across the stream from 300 to 600 feet apart, 
more or less closely, as the correct understanding of the river-bed may require. The 
soundings will be taken with a pole at as nearly uniform intervals of time as practica¬ 
ble, with the boats rowed at uniform rates of speed, and practice must be acquired so 
that the same line can be sounded forth and back with approximately the same result. 
Occasionally it would be well to sound them both w T ays, especially at important 
points. 

Where the grounding of the boat prevents the boat reaching the shore, the distance 
to the stake on the shore must be noted. The sounding-pole should be uniformly 12 
or 15 feet long, and “ no bottom ” recorded where this will not reach. 

The cadence of time is lost by changing one pole for another or for a sounding-line 
at deep places. These deep boles must be determined separately after the regular lines 
have been sounded. The engineer in charge of the sounding-party must keep a sketch 
of the river and lines sounded, and must locate, as far as he can with his eye, the posi¬ 
tion of the bars beneath the water. 

At intervals of about 10 miles there should be two sections 200 feet apart carefully 
sounded, and a series of floats at middepth observed for velocities, so that the dis¬ 
charge can be accurately computed after the manner it is now being done at Saint 
Paul. 

If possible, the main line should be kept plotted as the survey proceeds, on the scale 
of 200 feet to an inch, so that no confusion can occur in the system of lines kept in the 
note-books. A short time in the evening and times of bad weather will suffice for 
this. It will, besides, serve at once to show the directing engineer if the surveys made 
leave out any desired information. The quarter-boat is designed of ample size to fur¬ 
nish convenience for this work. 

At the quarter-boat, whenever it is lying still, a gauge should be set up and the rise 
and fall of the river carefully noted. It will be of service, in connection with the reg- 


310 


NAVIGATION OF THE MISSISSIPPI RIVER. 


ular river'-ganges, in reducing the levels to a uniform state of the river during the time 
of the survey, so that the slope can be constructed for any stage observed. 

In procuring subsistence for the parties, the quantities allowed per man will not ex¬ 
ceed the allowance for a soldier in the armies of the United States. And the material 
procured will be limited to articles thus allowed, unless an equivalent of other mate¬ 
rials can be obtained at an equal or less cost than these. 

It is directed that no regular meal shall be served on the quarter-beat in the middle 
of the day, and arrangements must be made for sending a sufficiency of food from the 
boat to the place where the parties are at work. Small parties working at some dis¬ 
tance from the boat must take this meal with them iu the morning. In the evening a 
full dinner-meal will be served on the quarter-boat, and also iu the morning before 
going to the work; and every exercise of authority must be used that this does not 
delay the commencement of the day’s work. 

The following party, besides the principal engineer, will be employed on this survey, 
but the engineer in charge is authorized to change the men from one party to another 
in any manner he thinks best, according to the nature of the work of each. For main 
transit-party, oue engineer and six men ; for main level-party, one engineer and three 
men; for cross-section level-party, one engineer and three men; for two compass-par¬ 
ties, each, one engineer and three men ; for oue sounding-party, one engineer and live 
men; cook and steward, two men ; care of quarter-boat, two men. 

The engineer in charge will endeavor to inform himself fully of the character and 
resources of the country for building dams of stone, timber, or brush, and for locks and 
other masonry. He must also keep a regular journal, detailing the operations of the 
different parties and other information. The survey will be conducted in the manner 
above described, from Portage to the mouth, and if, on arriving at the latter point, it 
should be found that additional surveys were required in special localities, as undoubt¬ 
edly it will be, detached parties may be made to execute them. 

A weekly report of progress will be made to this office, and further information giveu 
from time to time, if required. 

G. K. WARREN, &c. 


Some minor modifications only were made iu conducting the survey. 
Instead of the edges of submerged bars being sketched iu, the method 
was improved as far as practicable by fixing them by means of bearings 
to a level staff, with a telescope having a micrometer, by which the dis¬ 
tance was obtained. The very complicated net-work of channels and 
wooded islands demanded so much work, that the boundaries of the 
bottom-lands next to the high bluffs and terraces could not all be deter¬ 
mined in 1867, and such as were not were obtained iu 1868- ? 69. It was 
impracticable to secure information complete enough to give more than 
an approximate idea of proper location for a canal, and to furnish a 
guide for a final survey for location. 

The levels, though very carefully made, did not give the surface of 
the water as often as might be desired. 

This slope was constantly varying, although for distances of 5 or 6 
miles it is nearly uniform throughout. The assistant with the leveling- 
instrument, Mr. J. Z. Osborn, a gentleman much esteemed by all who 
knew him, was taken with a fever on the latter part of the survey, and 
died on the work. His place was filled by Assistant Wellman. 

?«sThe hydraulic measurements were designed to get the volume of the 
water as nearly as possible by the method of Humphreys and Abbot, 
which was accepted without any attempt at verification on this survey. 
More careful hydraulic measurements were at the time being conducted 
at Saint Paul, under similar conditions of flowing water, and it was 
found there that, as far as anything could be inferred from observations 
in streams of this character, the laws obtained from the authors referred 
to were confirmed. 

The original surveying-party was composed as follows: 

Mr. E. T. Ellsworth, transit-party, on right bank. 

Mr. E. L. Billings, compass party, on left bank. 

Mr. I. D. McKowu, compass-party, on islands. 


NAVIGATION OF THE MISSISSIPPI RIVER. 311 

Mr. W. W. Rich, cross sections of valley and location of sand-bar 
crests. 

Mr. J. Z. Osborn, leveling-party. 

Mr. R. J. Dukes, soundings and hydrography. 

Bvt. Maj. Charles R. Suter was present, in charge. Mr. D. W. Well¬ 
man was general assistant, studying the subject and supplying tempo¬ 
rary disability of any other assistant, or looking up any matter outside 
ot their specialties. Mr. J. P. Cotton, who had acquired experience of 
my method of river-surveying during the autumn of 1866, assisted in 
setting the survey going at Portage. 

The field-work was begun in August, and was completed down to the 
mouth oM the 6th of November. A line of levels was also run above 
Portage to the Dalles at Kilbourn City. 

The summary of tiekl-work in 1867 is as follows: 


Miles. 

Measured transit-line on river-bank. 119. 3 

Measured compass-line on river-bank. 117.1 

Measured compass-line on islands. 116.2 

Measured cross-section lines of valley. 53. 0 

Measured survey-lines near Portage and Prairie du Ckien. 10.0 


Total measured lines. 415.6 


Measured main-1 ne levelings. 122.0 

Approximate length of lines sounded over. 375. 0 

Number of measurements of volume of Wisconsin. 12 

Number of measurements of volume of tributaries. 5 


This does not include the additions made in 1868 and 1869. In the 
above summary no mention is made of a multitude of triangulations, 
by which the surveys of opposite banks and at the head and foot of 
islands and bars were united. 

DESCRIPTION OF THE MAPS AND DIAGRAMS MADE FROM THE SUR¬ 
VEYS. 

An account of the labor of mapping this survey and the delays at¬ 
tending it has already been given in an introductory chapter, .so we will 
proceed at once to enumerate the maps and diagrams. 

Continuous plot scale , 200 feet to an inch .—The first plot has been con¬ 
structed from the field notes, on a scale of 200 feet to the inch, on white 
paper backed with cloth. This forms twenty-four sheets, with a uni¬ 
form length of 10 feet each. 

It has been the effort to put upon this map all the notes of the field- 
books, so that no further reference to them should ever be necessary. 
These sheets show the measured and triangulated lines, and thus indi¬ 
cate, by their proximity to objects represented, the accuracy which be¬ 
longs to the representation. The appearance of the sand-bars as thus 
given was made with special care, aud is intended to show this impor¬ 
tant feature as it was then presented. Although every part of this 
sandy bed changes from year to year, this representation will give a 
reliable idea of what it is in general—as much alike from year to year as 
are the leaves of a mature tree, although never exactly the same. 

Improvements had accomplished nothing in changing them, and this 
map, therefore, shows these river sand-bars as seen by Marquette and 
Jolliet in 1673; by Major Long, United States Army, in 1817; by the 
Fifth Uuited States Infantry in 1819, and by all subsequent examiners. 

In the future study of them, by such as may desire, it must be kept in 
mind that these bars are all mutually related. A change in one affects 















312 


NAVIGATION OF THE MISSISSIPPI RIVER. 


the flow of water (which caused the change), and this effect is felt above 
and below. The elevation of the river-surface, referred to an assumed 
datum-plane, and that of the deduced low-water surface are shown on 
these plots by figures inclosed by brackets. 

Gross-sections of the valley—scale 400 feet horizontally and 40 feet verti¬ 
cally to the inch. —Besides this map—scale 200 feet to the inch—there are 
seventeen cross-sections of the valley on different sheets, made on a 
scale of 400 feet to the inch horizontally and 40 feet to the inch verti¬ 
cally. 

Longitudinal profile of valley. —There was made a longitudinal profile 
of the river and the immediate banks where the linepof levels ^as run, 
on scales of 2 inches to the mile horizontally and 1 inch to 40 feet verti¬ 
cally, and all the data that could be shown on a profile in regard to 
height of bottom-lands, terraces, &c., and slopes of water-surface and 
distances are given. 

Plots of current measurements for volume. —The measurements of sec¬ 
tions and velocities of current, to obtain the volume of water passing, 
are plotted on manila paper, on scales of 100 feet to the inch horizon¬ 
tally and 20 feet to the inch vertically. On these plots are given the 
plotted courses of the current and all the calculations used in obtaining 
the volume. They are fastened together and properly designated, so 
that this important matter can be readily revised by any one. 

All of the foregoing are suited to a study of special localities or sub¬ 
jects. 

Map of river on a scale of 2 inches to the mile .—For the general con¬ 
sideration of the improvement a reduced map has been made on a scale 
of 2 inches to the mile, which is as small as will enable the important 
features to be shown. This scale was chosen because it is that of the 
United States land-survey township plots, as filed on their records. 
This map shows the main bluffs (which were often too distant to be in¬ 
cluded on the larger-scale maps), the terraces, bottom-lands, islands, 
dry bars, and under-water bars. The seventeen cross-sections of the val¬ 
ley are reduced and placed marginally along it, and the height of the 
water-surface is noted. This map is designed for publication with this 
report, if the report be published. It is divided into eight sheets for 
photolithographing. 

General map of the route from Green Bay to the Mississippi River. —We 
have also prepared a general map and profile of the route from Green 
Bay to the Mississippi Biver. The map is on a scale of 6 miles to the 
inch, and shows the line of provisional location for a canal. The profile 
is on a scale of 8 miles to the inch horizontal and 40 feet to the inch 
vertical. 

Sheet of river-gauge curves. —There have also been prepared for publica¬ 
tion, in one sheet, diagrams on curves of rise and fall from the gauge- 
readings on Lake Winnebago, on the Wisconsin Biver, and on the Mis¬ 
sissippi Biver, for the years 1867, 1868, 1869. 

GENERAL DESCRIPTION OF THE BASIN OF THE WISCONSIN RIVER. 

Form of lasin , geographical position, &c. —The basin drained by this 
river is of a comparatively narrow, triangular form, bounded by the 
water-sheds between it and Lake Superior on the north, Lake Michigan 
on the southeast, and the Mississippi Biver on the southwest. From 
the source to Portage City the general course of the main river is south, 
the distance in a straight line being about 190 miles. Thence to its 
mouth the general course is west-southwest for a distance, in direct line, 



NAVIGATION OF THE MISSISSIPPI RIVER. 


313 


of aboht 90 miles. The whole basin lies within the parallels of 43° and 
46° 10' north latitude and the meridians of 88° 45' and 91° west from 
Greenwich, and covers about 11,850 square miles. 

General elevation above the sea .—At the junction of the river with the 
Mississippi the surface at low water is about 625 feet above the level of 
the sea, which is about that of Lake Superior, Lake Michigan being 
589 feet. The level of the country in this vicinity, at the top of the main 
high banks (or u bluffs” as they are generally called on western rivers), 
is from 400 to 500 feet higher, making the level of the high prairie land 
or plateau from 1,000 to 1,100 feet above the sea. Ascending the river 
from the mouth to Portage the low-water river-surface rises 180 feet, 
making the low-water surface at Portage 805 feet above the sea. The 
high plateau rises nearly at the same rate, being just south of Portage 
about 400 feet above the river, or 1,500 feet above the sea-level. This 
high prairie is very much cut up by ravines and river-valleys, so that 
considerable areas are but little elevated above the surface of the river. 
The whole of the basin has been the scene of vast glacial denudation and 
deposition. At the sources the face of the country is characterized by 
lakes and swamps (a feature common to the sources of most of our 
northwestern rivers), and is elevated from about 1,400 to 1,600 feet 
above the sea, or from 100 to 300 feet above the highest lands near 
Portage. The water from the sources, therefore, descends from 600 to 
800 feet in reaching Portage. 

Geological formations in the basin .—The lake-region about the source is 
represented on Owen’s* geological map as composed of heavy drift- 
deposits, 800 to 1,000 feet above the level of Lake Superior, underlaid 
with crystalline rocks, with occasional outcrops of granitic and igneous 
rocks. This is the character of the basin as far down as Whitney’s 
Rapids, a distance from the sources in a straight line of about 130 miles. 
The width of the basin here does not exceed 60 miles. South of Whit¬ 
ney’s Rapids the rocks of the Lower Silurian formation appear, generally 
showing an increased height above the river as it descends. The strat¬ 
ification is but little inclined, the general dip being to the southwest, 
with some few irregularities and reversals of dip. t 

From Whitney’s Rapids to Honey Creek (34 miles below Portage), a 
distance by the river-valley of about 90 miles, the rock is generally a 
soft siliceous sandstone, easily crumbled. It has suffered great degra¬ 
dation, the debris supplying immense quantities of sand to recent ter¬ 
races and river formations. The valley of the river from Whitney’s 
Rapids to the Dalles is mainly a broad expanse of sand, with the sand¬ 
stone rising out of it in detached hills. It is probable that this was 
formerly a lake-bed before the gorge at the Dalles was cut through, and 
that a waterfall formed the outlet of the lake, which cut away the bar¬ 
rier and drained the lake. The waves of such lake must have continued 
to abrade the sandstone and to spread the sand over the bed through 
which the Wisconsin now flows. 

Below Honey Creek a magnesian limestone of the Lower Silurian be¬ 
gins to form the tops of the bluffs. As the stream descends the valley, 
the thickness of this limestone increases, and that of the underlying 
sandstone diminishes, the latter disappearing at the mouth of the river. 
This soft sand-rock, therefore, forms the bed-rock all the way down from 
Portage, and there can be but little doubt that under the influences to 
which it was subjected while the valley was forming, the excavation into 


"Report of a Geological Survey, &c.,by David Dale Owen, published by Lippincott, 
Grambo & Co., Philadelphia, 1852. 



314 


NAVIGATION OF THE MISSISSIPPI RIVER. 


this bed was carried to a great depth. It is, at best, but the poorest of 
foundations for any structure like a dam, even if reached at a reasonable 
depth. The magnesian limestones furnish good building-material, re¬ 
markably easy to quarry and cut into shape. 

In the basin there are no considerable formations of a geological age 
between the Silurian and the Post Pleiocene, but almost every variety 
of glacial drift, modified and unmodified, is found, and many terraces 
dating from the glacial period to the present time. 

Climate of the basin .—The meteorological observations made by the 
Surgeon-General’s Department United States Army* at Fort Winne¬ 
bago, near Portage, and at Fort Crawford, on the Mississippi Biver, 3 
miles above the Wisconsin, are the only ones in my possession in regard 
to the climate. The observations at Fort Winnebago and Fort Craw¬ 
ford were made at places “ elevated 70 feet above the river.” The ele¬ 
vations above the sea were at the first locality 870 feet, and at the second 
095 feet. The river-valleys in which these observations were made are 
about 300 to 400 feet below the high lauds in the neighborhood. The 
temperature-observations included the period from 1822 to 1845; those 
for measuring the rain-fall, from 1830 to 1845. The following are the 
average results obtained: 


Table of mean temperature and rain-fall at Fort Winnebago and Fort Crawford, 1822-1845, 

and 1836-1845, respectively. 



Fort Winnebago. 

Fort Crawford. 

Mean spring-temperature. ! 

Mean summer-temperature. j 

Mean autumn-temperature . 1 

Mean winter-temperature. 1 

Mean annual temperature . 

Mean spring rain-fall 

45°. 49 Fahrenheit .. 
67 . 96 Fahrenheit .. 
45 . 96 Fahrenheit .. 

44 . 80 Fahrenheit .. 
5 58 inches 

48°. 66 Fahrenheit. 

72 . 28 Fahrenheit. 

48 . 34 Fahrenheit. 

21 . 25 Fahrenheit. 

47 . 63 Fahrenheit. 

7. 63 inches. 

11. 87 inches. 

7. 90 inches. 

4. 00 inches. 

31. 40 inches. 

Mean summer rain-fall . 

11. 46 inches ... 

Mean autumn rain-fdl ... 

7. 63 inches _ 

Mean winter rain-fall .... _ . 

2. 82 inches _ 

Mean annual rain-fall .. 

27. 49 inches . 




The subject is* considered of sufficient importance to require these 
tables of monthly means to be given in full in this report, and they are 
accordingly copied below. 

"Published as Senate Ex. Doc. No. 96, first session Thirty-fourth Congress, 703 pages, 
quarto, with an outline map, and entitled “ Statistical report on the sickness and mor¬ 
tality in the Army of the United States, compiled from the records of the Surgeon- 
GeneraFs Office, embracing a period of sixteen years from January, 1839, to January, 
1855. Prepared, under the direction of Bvt. Brig. Gen. Thomas Lawson, Surgeon-Gen¬ 
eral United States Army, by Richard H. Coolidge, M. D., assistant surgeon United 
States Army, 1856.” 





























Table of temperature at Fort Winnebago, Wisconsin. 

Latitude, 43° 31'; longitude, 89° 28'; altitude, 870* feet. 


NAVIGATION OF THE MISSISSIPPI RIVER. 


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Table of temperature at Fort Crawford } Wisconsin, 

Latitude, 43° 5'; longitude, 91° 00'; altitude, 695* feet. 


316 


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Table of rainfall at Fort Winnebago , Wisconsin. 


NAVIGATION OF THE MISSISSIPPI RIVER 


317 



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318 


NAVIGATION OF THE MISSISSIPPI RIVER. 


From these tables it will be seen that the annual rain-fall is some years 
20 per cent, below the average and occasionally as much as 25 per cent. 

The summer-rains, on the average, are earlier by two months at Port¬ 
age than at the mouth of the river, and somewhat heavier, although 
the annual average is a little the greater at the mouth. 

We have no series of observations of the rain fall in the upper part of 
the basin, but as far as we can infer from our river-gaug^ observations 
in 1867, ’68, and ’69, the region seems not so well supplied with summer- 
rains as the adjoining basins east and. west of it. The upper part of the 
basin lies in the belt of coniferous trees—pine, spruce, hemlock, and 
larch—and there is a large business done in making lumber from them. 
The lower portion of the basin is partly open prairie, partly covered by 
forests of trees common to this latitude: oak, chestnut, beech, birch, 
maple, e'm, cottonwood, willow, cedar, &c. Where the soil is not too 
sandy, wheat, barley, oats, maize, hops, &c., grow well, so that, although 
the climate is comparatively dry, artificial irrigation is not needed 

DESCRIPTION OF FEATURES OF THE VALLEY OF THE WISCONSIN. 

Definition of term u valley&c .—By the valley is meant that portion of 
the basin inclosed within the visible outline of the high banks as seen 
from the river. On this river the high banks are mainly composed of 
stratified rocks, but in some instances of high terraces of drift-material. 
It will be sufficient for the purposes of this report to limit our attention 
to the portion of the valley from the Dalles, 20 miles above Portage, 
to the mouth. The Dalles are a narrow gorge formed by a cut 
through the sandstone rock about 5 miles in length, and in the narrow¬ 
est place only 54 feet wide. The effect of this contraction is such as to 
restratn the floods, so that they are said sometimes to rise 50 feet above 
low water in the valley above, while the same flood will rise not to 
exceed 10 feet in the valley below. The valley attains its greatest width 
in the neighborhood of Portage, where it varies from 6 to 12 miles. 
Here the Fox and Wisconsin Valleys are the same, not being separated 
by any high ground. The valley becomes narrower at Dekorra, 8 miles 
below Portage, not there exceeding a width of 3 miles. The river 
washes directly against the sandstone at Dekorra, where this rock does 
not rise higher than about 60 feet above the water-surface, while the 
more distant bluffs on the other side rise about 400 feet above the 
water. From Dekorra down to the mouth, the valley varies in width 
from 1 to 6 miles. The course of the outline of the main bluffs and the 
valley between them is very direct below Portage. The central line of 
the valley plotted from near the mouth of Baraboo River runs about S. 
47° W. for 20 miles; then S. 15° W. for 8J miles; then N. 89° W. for 
39 miles; S. 47° W. for 10 miles; then S. 71° W. for 10 miles; then S. 
49° W. for 7 miles; and then W. for 5 miles to the junction with the 
Mississippi. The total distance by these courses is 99J miles. The dis¬ 
tance in a straight line between the junction of the Baraboo with the 
Wisconsin and the junction of the Wisconsin with the Mississippi is 
about 90 miles and the course about S. 67° W* The windings of the 
main valley, therefore, only increase the direct distance by about 10 per 
cent. 

Slopes and terraces not overflowed at high water .—A large portion of 
the part included as valley is made up of the foot-slopes of the high 
banks, which, by the addition of glacial and alluvial deposits, became 
terraces above the present high-water level of the river, and were not 
formed by it under existing conditions. The terraces are quite a feature 
of the valley. Some are composed of modified glacial drift, some of 




NAVIGATION OF THE MISSISSIPPI EIVER. 


310 


river gravel, and some of fine sand; The river, sometimes, in its course, 
washes directly against these terraces, which thus continually contrib¬ 
ute to the material in the river-bed. At other times broad strips of 
bottom-lands, only submerged at high water, separate the river from 
the terraces. These terraces are not continuous along the valley, but in 
detached parts. The larger of these are usually, in their natural state, 
prairies covered with grass and oak-openings. One of them is Sauk 
Prairie, lying upon the right bank, on which Sauk City stands. It is 3 
to 5 miles wide audio miles long. This is one of the most valuable 
agricultural tracts in the Wisconsin Vallej 7 . Such places may furnish 
good canal-location. Ten miles below this, on the left bank, is another 
such terrace, about 20 feet above the river, 2 or 3 miles in width, and 6 
or 8 miles in length. Two miles farther down, Spring Green Prairie 
begins, on the right bank, elevated 30 to 40 feet above the river, 3 miles 
wide and 10 miles long. About 3 miles below, on the left bank, is 
the English Prairie, 1 to 3 miles wide and 14 miles long. Five or six 
miles lower down, on the left bank, is another, 2 miles wide and 6 or 7 
miles long, on which is the site of Boscobel. There are many other 
terraces, generally at a higher level above the river, composed of coarser 
materials than sand and usually wooded. 

Marginal lands and islands overflowed at high water .—All along the 
river, with but few exceptions, is a strip of low land, commonly called 
bottom-land, from 3 to 6 or 8 feet above low water. These lands are 
generally highest next to the river, and slope away from it, often termi¬ 
nating in lakes or marshes. Where it is not occupied by lakes, marshes, 
or sloughs, it is covered by a dense forest of trees and undergrowth. 
The wooded islands are of the same origin and nature as the bottom¬ 
lands, and in many instances they are scarcely to be distinguished or 
separated; in others they divide the river into several distinct chan¬ 
nels, being sometimes as much as 3 miles long. There is a great num¬ 
ber of these channels and islands, the shore-lines of which more than 
double that which a single channel would have. The width of the flood - 
plain, that is, the width from one edge of the overflowed lands to the 
opposite edge, including river and islands, below the Baraboo Biver, is 
from three quarters of a mile to 3 miles. The course of the flood-plain 
is nearly that of the valley, and, as given before, is 99J miles from the 
Baraboo Biver to the Mississippi. The distance by the course of the 
main river between the same points is 113 miles, so that the increase of 
length, by the windings of the river, over that of the flood-plain to which 
it is confined is less than 15 per cent. This directness of flow is a pecu¬ 
liarity of clear-water streams with sandy beds and high slopes. In 
muddy streams with low slopes it is not an uncommon thing for the 
meauderings of the river to be double the length of the flood-plain. 
There seems to be a relation between these two cases pointing to a 
common cause and effect. The banks of the muddy stream, having 
more firmness, cause the river to scour the bed and preserve a single 
channel, while the gradual yielding of the concave bends increases the 
curvature and folds, and thus establishes resistance by increased sur¬ 
face of friction, and by diminishing the slope as the course lengthens. 
In the case of the sandy stream, the banks yield more readily than the 
bed, and thus the stream spreads and islands form on dry sand-bars, 
dividing the river into separate parts. This increases the frictional 
surface and diminishes the velocity until a limit is reached. One accom¬ 
modates its bed to slope and volume by lengthening, the other by widen¬ 
ing. The water of the Wisconsin is very free from sediment, and at 
ordinary times quite clear, with a tinge of amber color from decaying 
vegetation. 


320 


NAVIGATION CF THE MISSISSIPPI RIVER. 


THE RIVER-BED. 

Sand-bars .—In the ordinary practical point of view, these form the 
most important feature of our subject as regards direct effect upon navi¬ 
gation. They were noted by the first explorers in their canoes, and no 
one treating of the river since has failed to give them prominence. Be¬ 
tween Portage and the mouth of the river these shoals are numbered by 
hundreds. They are composed of grains of almost pure siliceous sand. 

Formation of sand-bars .—The sand is moved down stream on or near 
the bottom. Part of it is deposited in slack or still water where this 
occurs along the shores, while the greater part is dropped in the still 
water on the down-stream edge of the bars, in both cases to be again 
taken up at some future time, under the varying conditions, and moved 
still farther down. 

The most important bars are those which are formed by accessions at 
their lower edges. This kind of bar forms most rapidly where the cur¬ 
rent is the strongest, and thus the lower edge, which is the shoalest 
part, is convex down stream, the most advanced part being where the 
main thread of the stream is flowing. The sand is moved along the 
gentle slope of the upper side till the crest is reached, when it falls over 
and stops in the still water below. As the bar thus grows down stream 
it becomes more convex, and the water alters its course gradually, so as 
to pass the crest nearly in the direction of the normal lines. The effect 
of the extension is, therefore, to widen the overflow over the crest 
(which acts as a weir) and the bar becomes more shoal as it advances, 
as shown in Figs. 1 and 2, Plate 3; the dotted line represents the crest 
of the bar, and the arrow-heads indicate the direction of the current 
over it. 

The upper surface of the bar slopes toward the water-surface down 
stream, in a few cases that we measured, at a rate of 0.6 of a foot in a 
hundred. How far this action would go on in an unchanging condition 
of the river is not ascertainable, for a rise or fall changes the conditions, 
gives new courses to the current, and allows the formation of new bars 
occupying positions different from those of previous ones, but all hav¬ 
ing the same general law of growth. They are thus superposed on one 
another at different stages. Some of them have a depth of water just 
below the crest of 10 feet or more, and others of only a few inches. 
Where one bar thus forms over a previous one, they frequently do not 
cohere along their lines of junction, and the weight of a man in case of 
a small bar, or of a descending vessel in case of a larger one, a little 
way above the crest, is often sufficient to move the upper bar bodily 
down stream; these bars can thus be passed with considerably more 
water by a descending than by an ascending boat. When a bar moves 
down to near a small island, the current is checked so that no more sand 
passes over the crest. It therefore does not close onto the island unless 
at flood-stages, when the current passes over the island. The bar, how¬ 
ever, often continues to form down the channel on each side of the 
island. It should be stated, too, that the crest of the moving bar, for 
the same reason, does not unite with the shore on either side, but leaves 
a narrow deep place between the bar and the shore, forming what is 
known as a “pocket” on account of the inability of getting out of the 
upper end. This upper end of the pocket is closed with a flat sand-shoal, 
such as forms on the sides of the shores from the material which the 
current leaves behind in the slack water, due to the retardation by fric¬ 
tion along the banks, or in the still water at the lower ends of islands 
or points. There is a whole class of bars which forms in this latter way 


NAVIGATION OF THE MISSISSIPPI RIVER. 321 

in slack water along the shores. The effect of these is to narrow the 
river as it declines to low stages, the action being similar to that of a 
wing-dam. The moving sand-bars, by spreading and shoaling the water, 
are the ones that cause the greatest difficulty to navigation. 

Action of sand bars at low water. —All sand-bars have the effect of 
retarding the flow of the water, and thus producing short stretches of 
deeper water above them. This effect is well known to the raftsmen, 
who are warned by finding an unusually good pool at one place that 
they must meet with a proportionally bad series of bars below. Con¬ 
sidering the large slope of the Wisconsin, it may be that this sandy bed 
is, on the whole, a benefit to natural navigation, such as rafting, by pre¬ 
venting a more rapid flow of the water; this more rapid flow would take 
place if the river could free itself from sand, and we would probably 
have a stream composed of pools and shallow rock-rapids. In the ex¬ 
treme lo^-water stages of the Wisconsin, bars will be very frequently 
met whose crests cannot be passed with anything drawing more than 15 
to 18 inches. There are persons who say that when the river begins to 
rise the crests of the bars rise with the water-surface, so that there will 
be no more draught of water over them when the river shall have risen 
a foot or more along the shore. Although there may be some cases which 
appear to confirm such statement, I do not think it can be generally 
true, even if experience does show that every foot of rise in the stream 
is not realized in an equal increase of depth over the crests of the bars. 

In very low stages of long continuance the bars formed at high water 
become dry; the stream cuts out narrower channels among them, with¬ 
drawing itself into a narrower compass, and materially lengthening the 
water-course while proportionately decreasing its slope. All this tends 
to improve navigation as long as the low stage lasts, but a rise, by 
changing the direction of the water, sends it across the low-water chan¬ 
nels and fills them up, so that the rise itself, if small and temporary, is 
regarded as an injury on all the saudy-bed rivers of the Upper Missis¬ 
sippi basin. 

Very bad sand-bars in the Mississippi beloiv the Wisconsin. —The sand 
moving down the Wisconsin and falling into the Mississippi causes the 
worst of shoals to be formed in the latter stream for several miles below 
the junction. At the confluence of these two rivers the Wisconsin bars 
protrude into the Mississippi, narrowing it and forcing its channel across 
to the high banks of its right or west shore, and acting as a dam. A 
very considerable diminution of the slope of the Mississippi above is 
thus produced, and the river is, for many miles, comparatively deep, 
flowing quietly and lake-like, with excellent channels for navigation. 
These benefits are obtained at the cost of very bad navigation for many 
miles below. The Wisconsin sands, moved down by the Mississippi 
water, form massive bars or shoals, similar in every respect to those on 
the Wisconsin, over which the water flows with increased velocity and 
slope. This effect, as just noted in the Mississippi above and below its 
junction with the Wisconsin, is common to all streams in this region 
where they receive a tributary, viz, good navigation above this point 
and bad below. One of the most noted instances of this is the deep 
Lake Pepin, in the Mississippi above the mouth of the Chippeway River 
(a stream the exact counterpart of the Wisconsin), and the extremely 
bad shoals extending for miles below. 

Very bad sand-bars in the Wisconsin at the junction. —The bars that 
form in the mouth of the Wisconsin are also very shoal. This river 
comes from a region of much less summer-rain than the Mississippi. 
The latter, therefore, has rains and floods when the other has not. The 
H. Ex. 49—21 


322 


NAVIGATION OF THE MISSISSIPPI RIVER. 


Wisconsin is often at low stage when the Mississippi is high, and the 
waters of the former are thus backed up for several miles above its 
mouth. Special deposits, at such times, take place in the Wisconsin, 
which its own water is unequal to clearing away when the Mississippi 
falls again. It is something of a similar feature to this that occurs in 
the Cumberland at its junction with the Ohio, and which has led to the 
extensive works of amelioration which have been resorted to there. 

Movement of sand-bars down stream. —The movement of the sand-bars 
down the Wisconsin and the Mississippi is well established. We have 
observed it in both, sometimes as it progressed, and sometimes after¬ 
ward by the survey of the same bar in different years. This motion is 
slow. We have noted it as much as 800 feet a year, but it was only the 
slowly-moving bars that we could then measure. Generally the same 
bar cannot be recognized the second year. This is easily understood. 
Each bar expresses a certain relation between resistances and moving 
forces. Though this be maintained through considerable changes of 
volume, it nevertheless will soon happen that the bar will pass into a 
portion of the river wider, or deeper, or of changing curvature, beyond 
which its individuality will be lost. This individuality, however, has 
enough vitality and persistence to cause the forces producing it to repair 
any artificial change rapidly, and thus to render the operations of dredg¬ 
ing or scraping very unsatisfactory. 

Sources and quality of the sand. —This sand, disregarding the inequali¬ 
ties of the bars, is spread with much general uniformity over the bed of 
the Wisconsin, and constitutes the principal ingredient of the bottom¬ 
lands and islands. It is derived from sand-terraces along its banks, 
belonging to a former condition of the valley. It originated largely 
from the breaking up of the sandy rocks of the Silurian formation, 
through which this river mainly flows, during the glacial period. Its 
repeated handlings and movings by water have made this sand very 
clean, and it contains nothing but silex except a little admixture of iron 
and black magnetite iron-sand. These iron ingredients undergo further 
oxidation on exposure, and tinge the sand generally of a yellow hue, so 
that terraces formed of it are frequently named u yellow banks.” The 
accumulation of this iron oxide is sometimes sufficient to partially cement 
the material together, so that it may be broken, presenting the appear¬ 
ance of a crumbling sandstone. As found in the river, this sand is easily 
moved by waves and currents, and presents the very worst of founda¬ 
tions for any engineering constructions. The presence of the heavy 
black magnetite sands which are not easily moved, and which are found 
so difficult of separation from gold-dust in placer-mining, shows that the 
power which is exerted in moving these sands is considerable, otherwise 
it would have left this heavy sand behind. 

Comparison of Wisconsin sand with other water-moved sands. —The 
sand of the Wisconsin has been frequently spoken of as easily moved. 
So far as this is true I think it is due to the force of the water on such 
a heavy slope, and not to any special nature of the sand. In order to 
set this matter at rest, I procured sand from several localities on the 
Wisconsin and the Mississippi and from other places, and had a com¬ 
parison made of them, as shown in the following tables : 


NAVIGATION OF THE MISSISSIPPI RIVER 


323 


Table of the sizes of sands from different locations. 


Location. 

Would not pass a 

sieve 20 mesh 

to 1 inch. 

Passed 20 sieve; 

would not pass 

40. 

Passed 40 sieve; 

would not pass 

60. 

Passed 60. 

Total. 

Magnetite, per 

cent. 

Bemarks. 

Portage, Wis. 

.0278 

.4277 

.4313 

.1130 

.9998 

. 0005 

| Wisconsin Biver. 

Spring Green, Wis. 

.0400 

.3371 

.5004 

. 1220 

.9995 

Inapp. 

Saint Paul, Minn. 

.2143 

.6561 

. 1073 

.0219 

.9996 

.0049 

) 

Nininger, Minn. 

. 2920 

. 5823 

. 1185 

. 0074 

1. 0002 
.9994 

.004 

.0021 


Beef Slough, Wis. 

.0814 

.5598 

.2989 

.0596 

1 

> Mississippi Biver. 

Fountain City, Wis.... 

. 0558 

.3798 

. 4341 

. 1302 

.9999 

.004 

Bock Island, 111. 

.0068 

. 1101 

.4723 

.4104 

.9996 

.0004 

J 

Saybrook Bar, Conn.... 

.0383 

.5470 

. 3600 

.0514 

.9967 

Inapp. 

Long Island Sound, mouth 
of Connecticut Biver. 

Block Island, B. I. 

.0804 

.6218 

.2673 

.0302 

.9997 

........ 

Ocean beach. 

Newport, B. I. 

.0000 

.0553 

.5948 

.3499 

1. 0000 

Inapp. 

Do. 


Table of the changes in volume in different sands due to wetting when loose and when packed. 


Location. 

5 ® 

« 

x cs 
^A 
© =3 

to -Jj 

§| 

1-5 ' 

'O . 
a ® 
rt u 
x a 

© s 

•£ 

. X 
£-i 

Packed sand, 
expansion. 

Bemarks. 

Portage, Wis. 

Spring Green, Wis.... . 

Saint Paul, Minn. 

Nininger, Minn... 

Beef Slough, Wis. 

Fountain City, Wis. 

Bock Island, Ill.. 

Sayhrnnk Bar Onnn ___ 

.0146 
.0197 
.0695 
. 0432 
.0563 
.0350 
. 0296 

.0042 

.0150 

.0000 

.0113 

. 0262 
.0160 
.0044 

.0000 

The sand was packed by submitting 
each half-inch layer in a gill meas¬ 
ure to the pressure equivalent to one 
half an atmosphere, for 20 minutes. 

Block Island, B. I.. 

N0wport R T 

.0788 
. 1352 


.0381 

.0459 





Table of specific gravities of sands from different locations. 


Location. 



"3 

•S a 

X 


a 


© aj 
£ 2 



£ | M 


Portage. Wis -- - - 

Spring Green, Wis .. 
Saint Paul, Minn .... 

Nininger, Minn. 

Beef Slough, Wis.... 
Fountain City. Wis.. 

Bock Island, III.- 

Saybrook Bar, Conn* 
Block Island. It. I ... 
Newport, B. I. 


1. 5786 
1. 6376 
1. 5923 
1. 6504 
1. 5716 
1. 6690 
1.5579 
1. 5407 
1. 4650 
1. 3895 


1. 7333 
1. 7471 
1. 7240 
1. 7480 
1.7030 
1. 6860 
1.7364 


1.6860 

1.5547 


cS M 
c a 


3 v 


cS tJQ 
O zz 


o © 

cp © 


© o 
5 


© ® 
ca * 


v, 

.'C 

© •£ 
X o 

O > 

® be 

©'• r “ l 

a 


.z s- 

5 a 
° © 
^ © 
*© 

£ 


Pounds. 


2. 6392 
2. 6667 
2. 6397 
3.6184 
2. 6348 
2. 6400 
2. 6166 

2. 6406 

3. 6392 
2. 6563 


2. 5861 
2. 6391 
2. 6583 
2. 6095 
2. 6493 
2. 6480 
2. 5946 


2. 6431 


2. 6256 
2. 6597 
2. 6381 
2. 6200 
2. 6427 
2. 6408 
2.6259 


2. 6392 
2. 6500 


2. 6392 
2. 6806 
2. 6378 
2. 6220 
2. 6286 
2. 6396 
2. 6122 


2. 6256 
2. 6563 


2. 6670 
2. 6806 
2. 6258 
2. 6316 
2. 6556 
2. 6420 
2. 6259 


2. 6448 
2. 6660 


98. 66 
102. 35 

99. 51 
103.15 

98. 22 
104. 31 
97. 36 
96. 29 
91.56 
86. 84 


* Quantity too small to make all the determinations. The sand in every case was dry. 


Gravel and bowlders in river bed ,—la a few cases the bed of the river, 
where it flows next to gravelly banks, is composed of compact gravel. 
This is notably the case for a mile or more below Sauk City, and here 
the river shows the most contracted channel found on the survey. At 
other places, as just below Dekorra, the gravel forms a broad, shoal bar. 




























































































324 NAVIGATION OF THE MISSISSIPPI RIVER. 

It is probable that works of contraction that will cause the movement 
of the sands will develop considerably more gravel-deposits than are 
now visible. Along the bluffs at Merrimac and at some other places 
bowlders are now seen, and many others would probably be found in 
deepening the channel. 

Falling trees and snags .—All along the Wisconsin Eiver the erosion of 
the bottom-lands at the concave bends undermines the trees and causes 
them to fall, sometimes into the river and sometimes shoreward. In the 
latter case the roots often afford protection to the banks against further 
erosion ; in the former, they finally wash out and sometimes stop in the 
channel, forming snags. In very narrow places these inclining trees 
form serious obstructions to the navigation of boats and occasionally 
to that of rafts. Scarcely a year passes without some of these trees 
being cut or dragged away by the river-men, and once or twice there 
has been a considerable public expenditure made in this way. (See 
Chapter III.) I employed a party on this work between Portage and 
Sauk City in 1869. The removal of these snags with the banks in their 
natural state is but a temporary remedy, as other trees are continually 
falling into the stream. As an obstruction, however, they are a matter 
quite insignificant compared with the shoals. 

Bed-rock .—Rock in place is found at a few points in the bed of the 
river. In the vicinity of Dekorra the sandstone which crops out on the 
left bank forms the river-bed for some distance from the shore. At 
Muscoda sandstone appears in the bed of the river near the left bank, 
and 4 or 5 miles above this same rock forms the bottom for a distance 
of from one-half to three-fourths of a mile. 

The piles for the piers of the Muscoda bridge were driven to the rock, 
which was found at a depth of 20 to 30 feet from the surface of the 
water. No examination was made at the time of the survey to ascertain 
the thickness of the sand overlying the rock in the bed of the river. 
This rock is generally sandstone, easily broken up, and there are many 
reasons for believing it to have been deeply abraded in former times. 
Even when reached it would generally furnish a very poor foundation to 
resist the overflow from any dam constructed in the river-bed. 

BRIDGES. 

Below Portage City there were at the time of the survey, in 1867, four 
wagon and three railroad bridges over the Wisconsin. 

The first is a wagon-bridge at Prairie du Sac; it is a rickety old 
structure and needs rebuilding. It has two spans, of about 100 feet 
each, of lattice-truss, combined with a rough arch, and a draw with two 
openings of 42J feet each in the clear. The remainder of the bridge is 
made up of eighteen spans of trussed girder, each from 45 to 60 feet in 
length; total length of bridge, 1,237 feet. The main spans stand on 
timber cribs, once filled with stone, with a foundation of piling. The other 
spans rest upon trestle-work. 

The second bridge is at Sauk City. This is a wagon-bridge similar to 
that at Prairie du Sac, though more recently built and in a more sub¬ 
stantial manner. There are five spans of lattice-truss from 120 to 123 
feet each in length. The draw has two openings, each 47 feet wide in 
the clear. The remainder of the bridge is made up of shorter spans of 
trussed girder. 

The third wagon-bridge is at Muscoda. The superstructure of this 
bridge is first class. The main bridge consists of two spans, on theHowe- 
truss plan, 150 feet in length each, and of the draw, which has two open- 


NAVIGATION OF THE MISSISSIPPI RIVER. 


325 


ings of 5G feet each. One end of the draw rests upon the sand-rock on 
the left bank. The remainder of the bridge rests on pile trestle-work, 
and extends to the terrace on the right bank. The total length of the 
bridge is 1,683 feet; the piers are cribs of square timber, nicely framed 
together and filled with stone, resting upon a foundation of piling pro¬ 
tected by riprap. The pile trestle-work above mentioned is filled with 
riprap up to low-water mark, so that at that time most of the water is 
thrown through the three spans near the left bank, giving at all times 
probably 5 or 6 feet of water under the draw. 

The fourth wagon-bridge is at Bridgeport. It has two lattice-truss 
spans, each 160 feet in length, and a draw with one end resting on the 
right bank. Only one opening of the draw-span—54J feet in the clear— 
is available for navigation. The remainder of the bridge is on trestle- 
work. 

The three railroad-bridges are similar in their construction, all being 
built on the Howe-truss plan, with spans of about 100 feet in length. 

The upper bridge has eight spans besides the draw. The total length 
of the bridge, including trestle-work, is 1,930 feet. The draw-piers 
make an angle of 64° with the axis of the bridge. The draw-openings, 
on the line of the bridge, are 53.6 feet and 56.8 feet wide, respectively, 
and on a line perpendicular to the piers about 47 and 50 feet. 

The middle bridge has seven spans besides the draw. The draw- 
piers of this bridge make an angle of 60° with the axis of the bridge. 

The clear span in each opening, measured on the axis of the bridge, is 
about 54 feet, and about 50 feet on a line at right angles with the piers. 

The lower railroad-bridge has two spans of 125 feet each, one of 95 
feet, and the draw in the principal channel, and four spans of 100 feet 
each over the other channel. These two channels are about one-half a 
mile apart. The draw-piers of this bridge are perpendicular to the axis 
of the bridge, with openings of 54.6 feet on the right hand and 55.6 feet 
on the left. 

The piers of the railroad-bridges and of the wagon-bridge at Bridge¬ 
port are of stone, resting upon a foundation of piling filled with and 
protected by riprap. So much riprap has been used in protecting the 
piers that the steamboat-channel has been contracted to less than 30 
feet at low stages, practically filling it up and throwing the main part 
of the river through other portions of the bridge. 

The draws of these bridges are badly located, in most cases being 
placed near the middle of the river instead of near one shore, where the 
channel could be directed by artificial means at a much less expense 
than in the middle of the stream. 


Table of widths of draw-openings in the bridges on the Wisconsin Paver. 


Location. 


Prairie du Sac bridge.. 

Sauk City bridge. 

Upper railroad-bridge. 
Middle railroad-bridge 

Muscoda bridge. 

Lower railroad-bridge. 
Bridgeport bridge. 


Width at low-water 
line. 

Width at top of 
piers. 

Top of piers 
above low 
water. 

Left 

opening. 

Bight 

opening. 

Left 

opening. 

Right 

opening. 

Feet. 

42.5 

47.0 

<*) 

(*> 

Feet. 

42.5 

47.0 

(*> 

(*) 

56.0 

(*) 

No water. 

Feet. 

42.5 
47.0 

53.6 

54.5 

(D 

55.6 
54.5 

Feet. 

42.5 
47.0 
56.8 
54.0 
56.0 

54.6 
No water. 

Feet. 


12.0 

12.1 

(*) 

10.1 





Batter of piers unknown. 


tEnd of draw on shore. 


























326 


NAVIGATION OF TIIE MISSISSIPPI RIVER. 


Observations at the gauges at Portage and at upper and middle rail¬ 
road-bridges were begun in August, 1867, and, when not interrupted by 
ice, were continued at those places during 1868, and excepting at Port¬ 
age, during 1869. (See diagrams accompanying this report.) The zero 
is one-half a foot below the low water of 1867. The following tables are 
summarized from these observations: 


Table showing the duration of different stages of water in the Wisconsin Biver at Portage. 


Year. 

Depth 0—1 
foot. 

Depth 1 to 

2 feet. 

Depth 2 to 

3 feet. 

Depth 3 to 

4 feet. 

Depth 4 to 

5 feet. 

Depth 5 to 

6 feet. 

Depth 6 to 

7 feet. 

Depth 7 to 

8 feet. 

Eemarks. 

1867 

1868 
1869 

Days. 

93 

104 

Days. Days. 
58 30 

46 33 

Days. 

26 

36 

Days. 

19 

2 

Days. 

7 

Dags. 

Days. 

Hirer closed December 9.1867; opened April 
12, 1868; closed December 1,1868. 














Table showing the duration of different stages of water in the Wisconsin Biver at upper rail¬ 
road-bridge, begun August 1 , 1867 . 


Year. 

Depth 0—1 
foot. 

Depth 1 to 

2 feet. 

Depth 2 to 

3 feet. 

Depth 3 to 

4 feet. 

Depth 4 to 

5 feet. 

Depth 5 to 

6 feet. 

Depth 6 to 

7 feet. 

Depth 7 to 

8 feet. 

Eemarks. 

1867 

Days. 

36 

Days. 

83 

Days. 

3 

Days. 

Days. 

Days. 

Days. 

Days. 

Hirer closed December 1, 1867; opened 
March 28, closed December 3, 1868; 

1868 

2 

122 

36 

19 

24 

25 

17 

1 

1869 


19 

28 

-i 

77 

51 

41 

• 26 

2 

opened April 1, closed December 1, 1869. 


Table showing the duration of different stages of water in the Wisconsin Biver at lower rail¬ 
road-bridge, begun August 3 , 1867 . 


Year. 

Depth 0—1 
foot. 

Depth 1 to 

2 feet. 

Depth 2 to 

3 feet. 

Depth 3 to 

4 feet. 

Depth 4 to 

5 feet. 

Depth 5 to 

6 feet. 

Depth 6 to 

7 feet. 

Depth 7 to 

8 feet. 

Eemarks. 

1867 

Days. 

38 

Days. 

82 

Days. 

3 

Days. 

Days. 

Days. 

Days. 

Days. 

Hirer closed December 3,1867; opened April 

1868 

74 

79 

21 

18 

44 

10 

4 


1, closed December 2, 1868; opened March 

1869 


35 

65 

67 

45 

22 

18 


28, closed December 4, 1869. 


The years 1867 and 1868 were each marked by three rises in the river. 
These occurred in 1867, on April 20, June 7, and September 28; in 1868, 
on April 3, June 21, and November 6. These changes of level are com¬ 
mon to all the northwestern rivers. The first rise is known as the “ice 
freshet,’ 7 and lasts but a few days, usually. The second is known as the 
“June rise,’ 7 and upon it the lumbermen chiefly rely to get their logs 
down the tributaries into the main streams, where they can be rafted. 

This rise usually occurs in the early part of June, simultaneously with 
the breaking up of the ice in the lakes and the melting of the snows at 
the headwaters, and with rains; it sometimes does not come until much 
later, and occasionally there is a season when there is no rise at this 
time. The next usual rise is in the beginning of autumn, from the 20th 
of September to the middle of October; sometimes, however, it does not 
occur until near the close of the season. 

The year 1869 seems to have been an unusual one on the Wisconsin, 
from its continued high water. The usual ice-freshet'came in the early 



















































NAVIGATION OF THE MISSISSIPPI RIVER. 


327 


part of April, and was followed by another high water of longer dura¬ 
tion on the 28th of April. From this time the river continued to fall 
until the 15th of June, when it commenced to rise again, and continued 
to rise until the 30th of the month, when it was between 6 and 7 feet. 
This was followed by frequent rises, so that the river fell but once below 
3 feet on the gauge. From the end of September the river continued to 
fall until the middle of November, when there was a small rise of a few 
days’ duration. 

SLOPE OF WATER-SURFACE. 

Our leveling did not touch upon the river-surface oftener than at 
intervals of 700 to 1,500 feet; the slopes thus obtained vary from 0.095 
feet to 3.69G feet per mile. While the survey was in progress, the river 
rose and fell within the limit of 1^ feet above the low water of 1867, for 
which changes a correction was made in the levels taken, so as to get 
the approximate low-water slope for that year. In getting the slope, the 
distances, as measured along the main surveyed line, were taken, which 
may not in all cases correspond with the distance along which the water 
flowed; the latter could not be well determined, and as there were no 
deductions based on these slopes, no attempt has been made to correct 
for this difference in distance as given in the succeeding table. The 
irregularities of slope, as shown by this table, convey but a feeble idea 
of the ever-varying low-water slope corresponding to the irregularities 
of the bed. In some places the sudden pitch, as at the crests of bars, 
was visible to the eye, and at others, where a high local velocity from a 
steep slope was taken up in a pool, the slopes would be found reversed. 

In the same section at right angles to the general course the water 
was found moving in different directions, each part having a slope of 
its own. The general average throughout the river, when taken for 
distances of 5 or 6 miles, is very uniformly about IJ feet to the mile, 
corresponding to the uniformly sandy bed. 

The high-water slopes were obtained from the high-water marks of 
the flood of 1866, the highest known for many years. This slope is very 
nearly the same as the average low-water slope, and this may therefore 
be taken as the average slope for all stages. 


32 S 


NAVIGATION OF THE MISSISSIPPI RIVER 


Table of measured low-water slopes in the Wisconsin River. 


Distance. 

Fall. 

Fall per 
mile. 

Total fall. 

Total 

distance. 

Distance. 

FaU. 

! Fall per 

mile. 

Total fall. 

Total 

distance. 

Feet. 

Feet. 

Feet. 

Feet. 

Feet. 

Feet. 

Feet. 

Feet. 

Feet. 

! Feet. 

1,500 

.561 

1.97 

.561 

1,500 

5, 500 

2. 567 

2. 46 

83. 889 

280, 300 

2, 800 

.967 

1. 82 

1.528 

4,300 

4, 000 

1. 023 

1.35 

84. 462 

284, 300 

2, 000 

.036 

.095 

1. 564 

6, 300 

4,300 

.921 

1.14 

85. 383 

288, 000 

900 

.052 

.31 

1. 616 

7, 200 

6,200 

2.143 

1.82 

87. 526 

294, 200 

1,400 

.274 

1.03 

1.890 

8, 600 

4,200 

1. 688 

2.12 

89.214 

298. 400 

2, 000 

.855 

2.2C 

2. 745 

10,600 

6, 600 

2.152 

1.72 

91.366 

305, 000 

1,300 

.556 

2. 26 

3. 301 

11,900 1 

5, 000 

1. 454 

1.53 

92. 820 ] 

310, 000 

3 ; 000 

1.195 

2.10 

4. 496 

14,900 i 

4, 700 

-1. 608 

1. 80 

94. 428 ] 

314, 700 

1, 600 

.394 

1.22 

4. 890 

16,500 

6,100 

2. 004 

1.73 

96. 432 

320, 800 

1,300 

.177 

.72 

5. 067 

17, 800 

5, 800 

1. 303 

1.18 

97.735 j 

326, 600 

1,400 

.345 

1.30 

5.412 

19,200 ; 

4, 700 

1.354 

1. 52 

99.089 

331, 300 

2, 900 

.938 

1.71 

6. 350 

22,100 

7, 700 

1. 426 

. 9S 

100. 515 . 

339, 000 

1,100 

.173 

.83 

6. 523 

23,200 

1, 500 

.395 

1.39 

100. 910 

340, 500 

2, 800 

.897 

1. 69 

7. 420 

26,000 i 

3, 700 

1. 010 

1. 44 

101.920 

344, 200 

1, 800 

.623 

1.80 

8. 043 

27,800 

7,300 

2. 828 

2. 07 

104.748 i 

351, 400 

1,600 

.647 

2.13 

8. 690 

29,400 I 

4,100 

1. 420 

1. 83 

106.168 

355, 500 

2; 300 

.780 

1.79 

9. 470 

31,700 ! 

5, 860 

1.591 

1. 45 

107.759 ' 

361, 300 

3, 200 

1.303 

2.15 

10. 773 

34,900 

5, 000 

1.326 

1.40 

109.085 

366, 300 

7, 200 

1. 989 

1.46 

12. 762 

42,100 

14, 300 

3. 795 

1. 40 

112.880 | 

380, 600 

1,900 

.813 

2. 26 

13. 575 

44,000 

4, 400 

1.595 

1. 91 

114.475 ' 

385,000 

1,300 

.678 

2. 75 

14. 253 

45,300 ! 

2, 600 

.987 

2. 00 

115. 462 

387, 600 

3, 400 

.935 

1. 45 

15.188 

48,700 

5, 400 

1.269 

1. 24 

116.731 

393,000 

5, 600 

1. 024 

.96 

16.212 

54,300 [ 

6, 300 

1.240 

1. 04 

117. 971 

399,300 

700 

.490 

3. 696 

16. 702 

55,000 , 

5, 900 

1.667 

1. 49 

119. 638 j 

405, 200 

4, 000 

.696 

.92 

17. 398 

59,000 ! 

6,200 

1.441 

1. 23 

121.079 

411, 400 

2, 400 

.552 

1.21 

17. 950 

61.400 i 

6, 400 

1. 736 

1. 43 

122.835 

417, 800 

6, 000 

3. 053 

2.56 

21. 003 

67,700 I 

3,500 

.904 

1. 36 

123. 739 

421, 300 

5,300 

.975 

.97 

21. 973 

73,000 j 

4, 100 

1.299 

1.67 

125. 038 

425, 400 

1, 500 

.207 

.73 

22. 184 

74,500 ! 

3, 400 

.644 

1.00 

125. 682 

428, 800 

2, 600 

.935 

1.90 

23.119 

77,100 

14, 700 

3. 836 

1. 38 

129. 518 

443, 500 

5,200 

1.913 

1.94 

25. 032 

82, 300 

10, 800 

2. 951 

1. 44 

132. 479 

454,300 

1, 600 

.210 

.69 

25. 242 

83, 900 

11,900 

3. 314 

1. 47 

135. 783 

466, 200 

3, 800 

.840 

1.17 

26. 082 

87, 700 

8, 800 

2.312 

1. 39 

138.155 

475, 000 

3, 000 

.845 

1. 48 

26. 927 

90, 700 

3, 400 

.710 

1.10 

138. 805 

478, 400 

2,900 

.609 

1.11 

27. 536 

93, 600 

6, 900 

1.834 

1.40 

140. 639 

485, 300 

4, 400 

1. 607 

1.93 

29.143 

98, 000 

5, 466 

1. 743 

1. 68 

142. 382 

490, 766 

3,850 

1. 064 

1.46 

30. 207 

101,850 

10, 600 

2. 766 

1. 38 

145.148 

501, 366 

5, 050 

2. 085 

2.18 

32. 292 

106, 900 

5,100 

1. 383 

1.43 

146. 531 

506, 466 

3, 200 

.842 

1.39 

33. 134 

110,100 

3, 700 

.700 

.99 

147. 231 

510,166 

2, 300 

.781 

1. 79 

33. 915 

112, 400 

2, 700 

.476 

.93 

147. 707 

512, 866 

4, 400 

1.419 

1. 70 

35. 334 

116, 800 

4, 800 

1.816 

2. 00 

149. 523 

517, 666 

6, 200 

1. 494 

1.27 

36. 828 

123, 000 

2,800 

.879 

1.66 

150. 402 

520,466 

3, 000 

.635 

1.11 

37. 463 

126,000 

1,100 

.093 

.446 

150. 500 

521, 566 

4. 000 

1.006 

1.33 

38. 469 

130, 000 

3,500 

. 84 L 

1. 27 

151. 341 

525, 066 

2, 200 

.450 

1.08 

38. 919 

132, 200 

2,100 

.621 

1.56 

151. 962 

527,166 

3,100 

.919 

1. 56 

39. 838 

135, 300 

2, 700 

.651 

1.27 

152. 613 

529, 866 

4, 000 

1.016 

1. 34 

40. 854 

139, 300 

2,100 

.322 

.81 

152. 935 

531, 966 

1,700 

1. 047 

3. 25 

41. 901 

141,000 

4. 300 

1.016 

1.25 

153. 951 

536, 266 

8,100 

1. 851 

1.20 

43. 752 

149,100 

2, 900 

.623 

1.13 

154. 574 

539,166 

2, 950 

.618 

1.11 

44. 370 

152, 050 

2, 600 

.471 

.95 

155. 045 

541, 766 

6, 850 

2.596 

2.00 

46. 966 

158, 900 

2,500 

.694 

1.46 

155. 739 

544, 266 

6,100 

2.166 

1.87 

49.132 

165, 000 

2, 700 

. 602 

1.14 

156. 341 

546, 966 

7, 600 

2. 290 

1.59 

51. 422 

172, 600 

2, 700 

.598 

1.17 

156. 939 

549, 666 

7, 100 

1. 756 

1.30 

53.178 

179, 700 

2, 650 

.392 

.78 

157. 331 

552, 316 

4, 000 

1. 302 

1.72 

54. 480 

183, 700 

2, 550 

.757 

1. 41 

158. 086 

554, 866 

5,700 

1. 737 

1.61 

56. 217 

J89, 400 

4,600 

1 . 168 

1.34 

159. 254 

559, 466 

5, 700 

1. 722 

1.59 

57. 939 

195,100 

2, 600 

.656 

1.33 

159. 910 

5C2, 066 

4,900 

1.271 

1.37 

59.210 

200, 000 

2, 700 

1.195 

2. 34 

161.105 

564, 766 

1,500 

.443 

1. 56 

59. 653 

201, 500 

3, 000 

.571 

1.00 

161. 676 

567, 766. 

5, 400 

.927 

.906 

60. 580 

206, 900 

2, 600 

.810 

1.62 

162. 486 

570, 366 

5,300 

2.177 

2.17 

62. 757 

212,200 

3,100 

1. 029 

1.75 

163. 315 

573, 466 

2, 000 

.313 

.826 

63. 070 

214, 200 

1, 800 

.130 

.38 

163. 445 

575 266 

4, 900 

1.829 

1.97 

64. 899 

219,100 

4, 900 

.868 

.93 

164. 313 

580,166 

11, 700 

3.871 

1.75 

68. 670 

230,800 

5, 700 

i 1 . 461 

1.35 

165. 774 

585, 866 

4, 700 

1. 597 

1.79 

70. 267 

235, 500 

5, 200 

1.59? 

1 . 60 

167.371 

591,066 

10, 900 

2. 686 

1.30 

72. 953 

246, 400 

6, 300 

1. 518 

1. 27 

168.889 

597, 366 

4,200 

1 . 218 

1.53 

74. 081 

250, 600 

6,200 

2.122 

1. 81 

171.011 

603, 566 

4,100 

1. 313 

1.69 

75. 394 

254, 700 

2, 300 

.868 

1.99 

171. 879 

605, 866 

6, 600 

1. 877 

1. 50 

77. 271 

261, 300 

6,800 

1.562 

1. 21 

173. 441 

612, 666 

3, 000 

1.069 

1. 88 

78. 340 

264, 300 

6, 000 

2.442 

2.15 

175. 883 

618, 666. 

5, 600 

1.700 

1 . 60 

80. 040 

269, 900 

3, 900 

.858 

1.16 

176. 741 

622, 566 

4, 900 

1.272 

1.37 

81. 312 

274,800 

800 

.448 

2. 95 

177.189 

623, 366 

1 


BEND EFFECT. 

For the purpose of ascertaining something of the effect of the bends 
upon the river between Portage and the mouth, we employed Dubuat’s 


























NAVIGATION OF THE MISSISSIPPI RIVER. 


329 


formula with the Humphreys and Abbot numerical coefficient (“Physics 
and Hydraulics, p. 315”), h,, = ^ ^34 s ^ n2 ^ a cur ved line 


was drawn on the 24 large sheets along the course of deepest water, and 
tangents were drawn to this, making angles varying from 40° to 15° with 
each other, as follows: 97 of the tangents thus drawn made angles of 
40o, 37 made 35°, 364 made 30°, 124 made 25°, 133 made 20°, and 6 
made 15°. The total amount of deflections from the straight lines as thus 
measured amounted to 21,945°; or an equivalent of 60 complete circles. 
From this data we obtained h = v 2 4- 1.353. If we take v = 1.75 feet 
per second, which is as near as we can approximate to the mean low- 
water velocity, we have li = 4 feet. This shows that, as far as we are 
able to measure the bend effect, the fall of the river’s surface from Port¬ 
age City to the mouth would only be 4 feet less with the same mean 
velocity if the river were straight. The length of this curved line along 
which the curvature was measured was about 124.7 miles. The total 
fall is 178 feet. Subtracting the bend effect from the total fall, we shall 
have the average slope along this curved line 1.395 feet per mile. If it 
were practicable, by rectification of the river, to give the low-water chan¬ 
nel this development and curvature, we might adopt this slope as the 
one for the improvement; but it will be seen when we come specially 
to consider this matter that we shall be unable to make the new low- 
water channel vary much from the high-water one. The length of the 
high-water channel from Portage City to the mouth is 115.8 miles. 

The curvature is much less at high water, as is shown by the dimin¬ 
ished distance (nearly 8 miles), but we did not specially measure it, as 
its* effect is at most so small. 

From what has been said before, in speaking of the limiting bluffs 
and course of the valley, it will be readily perceived that the course of 
the river at high water, if rectified, cannot be materially increased in 
length over what it now is. We are, therefore, within limits when we 
take the average length of the river at 118 miles, which we do in all our 
calculations. There is no practical point that I know of in the consid¬ 
eration of the subject that is not independent of any error that might be 
thus made in a limit so narrow. 


VOLUME OF DISCHARGE. 

Method of measuring volumes .—The method of gauging the stream was 
as follows: The float used was a paint-keg about 9 inches high, which 
was suspended at mid-depth whenever the depth was great enough to 
admit it. At places the river was so shoal that this small float occupied 
a very considerable portion of the depth. In computing the discharge 
given in our tables, we have regarded this measured velocity as the 
mean velocity of the vertical longitudinal section or prism through 
which the float moved. The volume from this determination may be 
from 3 to 5 per cent, too great, but the correction to be applied is un¬ 
certain, and there were other sources of irregularity which rendered a 
very precise determination of volume impossible, although near enough 
for any practical purposes. The places selected for gauging were such 
as gave the stream in a single channel, or nearly so, and nearly free 
from sand-bars. These places are rare at low stages of the river, and 
only twelve were found suitable during the whole survey. At such 
places the conditions were all very exceptional. 

Table of measured and low-water volumes .—The following table contains 
the actual measurements made of the volumes of the Wisconsin and its 


330 


NAVIGATION OF THE MISSISSIPPI RIVER. 


tributaries at and below Portage City, with columns showing the areas 
drained and the low-water volume adopted for 1867 : 


[The minus sign after gauge-reading signifies that the river was falling; no sign, that it was on a stand.] 


Wisconsin River and tributaries. 

Distance from Port¬ 

age, miles. 

Date. 

5 

QJ 

tH 

<D 

tt 

rt M 
CC.g 

« 

O) 

£ 

g 

£ 

Measured volume, 

cubic feet per sec- 

ond. 

Area drain ed, square 

miles. 

Total area drained, 

square miles. 

Adopted low-water j 

volume. 

* l 

Wisconsin River at Portage . { 

Do . 

0 

0 

o 

3 

5 

7 

8 

17 

18 
21 
22 
29 
32 
34 
38 
41 

51 

52 
54 

58 

59 
61 
63 
66 
73 
79 
79 
82 
88 

89 

90 

91 
95 

Aug. 24 
Aug. 24 
Aug. 29 

0.6 — 
0.6 — 
0. 55— 
0.5 — 
0.5 

0.5 

0.5 

0.5 

0.5 

0.5 

0. 5 

0.5 

3, 360 
3,152 
3, 679 

8,200 
8,200 

8, 200 
8,200 
8,200 
8, 300 

8, 975 

9, 000 
9, 010 
9, 030 
9,160 
9,180 
9,180 
9, 200 
9, 215 
9, 400 
9,410 
9, 600 
9, 720 
9, 755 
9, 820 
9, 860 
9, 980 

10,080 
10,160 
10,430 
10, 530 
10, 545 
10, 555 
10, 745 
10, 845 
10, 865 
10, 885 
10, 905 
10,915 

10, 985 
11,715 

11, 775 
11, 795 
11, 820 
11,810 
11, 850 

2, 800 


100 

675 

25 

20 

130 

20 

15 

185 

10 

190 

120 

35 

40 

120 

80 

270 

100 

15 

190 

100 

20 

20 

10 

70 

730 

20 

25 

20 



Aug. 31 

431 




Wisconsin River at Dekorra. 

Merrimae Creelc. 

Sept. 2 

3, 558 

3,175 





Creek at Skinner’s 




•„ p. C At Skinner’s Bluff. 

Wisconsin River. } At Sauk City . 

Creek at Yellow Banks. 

Sept. 10 
Sept. 17 

3, 275 

3,275 

TToney Creek______ 




Three-Mile Creek _____ 





Black Earth Creek... 





Mill Creek.... 





Dodge Valley Creek..... 





Wisconsin River at Lone Rock. 

Rush Creek 

Oct. 2 

1.6 

6, 557 


Otter Creek. 





Wisconsin River at Middle Railroad Bridge.. 
Rea,r Creek ..... 

Oct. 4 

1.4 — 

5, 942 

3, 660 

Pine River... 

Oct. 8 

1.2 — 

241 


Eagle River...... 


Port Andrew Creek... 




...... 

Wisconsin River at Port Andrew. 

Blue River.. 

Oct. 18 
Oct. 19 
Oct. 23 
Oct. 23 

1.4 

1.4 

1.4 

1.4 

5, 944 
220 

70 

6, 568 

Knapp’s Creek... 


Wisconsin River near Boscohel. 

Trout Creek_____ 

4,170 

Saunders’s Creek ..... 





Boyd’s Creek. 





Green River. 

98 





Kickapoo River. 

Wisconsin River near Wauzeka. 

Warner’s Creek. 

100 

102 

106 

107 

111 

112 

118 

Oct. 29 
Oct. 30 

1.4 

1.4 

700 

8,111 

4, 750 

Grand Gris Creek. 





Bridgeport Creek. 





Wisconsin River. {" 

Nov. 4 

1.2 — 

6, 977 

4, 790 









Explanation of the construction of the table .—Special importance at¬ 
taches to the low-water volume in considering the method of improving 
the natural channel of the river. This importance is greatest at Portage 
City, where the volume is less than elsewhere in the portion whose im¬ 
provement is to be considered. Near this place several measurements 
were made, which serve as a check upon each other. On the 24th of 
August a measurement was made above and below the guard-lock of 
the Portage Canal, into which there was probably flowing at that time 
150 cubic feet a second, which amount, added to the volume as measured 
below, makes a very near agreement with that obtained above. A third 
measurement, made five days afterward, a little lower down, seems to 
be from 300 to 500 feet too large when compared with the others. There 
was a slight rise in the river about this time. The next measurement 
made was at Dekorra, 8 miles below Portage, after the river had fallen 
yV °f a f°°t* It gave the volume 3,558 cubic feet per second. In this 
intervening distance the Baraboo Biver, Duck Creek, and Bocky Bun 
had somewhat swelled the volume to the amount probably of 50(f cubic 





























































































































NAVIGATION OF THE MISSISSIPPI RIVER. 


331 


feet per second. This amount, taken from the Dekorra measurement, 
makes it a little less than that measured just below the guard-lock at 
Portage; such should be the case, as the river had fallen a little at the 
gauge at Portage. We cannot make any close comparison, for the 
amount drawn off by the canal was variable, and its influence at De¬ 
korra could not be exactly measured. 

The next measurement was at Skinner’s Bluff, at which time the river 
"was at the lowest stage reached in 1867; there the volume was 3,275 
cubic feet per second. The small streams coming in between this place 
and Dekorra drain 140 square miles, and may have brought in about 50 
cubic feet per second, which we will allow, to compensate for the dimin¬ 
ished volume of the Baraboo since it was measured. Taking the low- 
water volume of all tributaries between Skinner’s Bluff and Portage at 
500 cubic feet per second, and deducting this amount from the lowest 
water volume measured at the first-named place, would give us, as the 
lowest water-volume at Portage, 2,775 cubic feet per second. 

This would accord well with our measurement at Portage, by allowing 
that a fall of two-tenths of a foot diminished the discharge at that point 
from 250 to 300 cubic feet per second. 

We have, therefore, adopted in the table 2,800 cubic feet as the low- 
water volume of 1867 at Portage. This is as far down the river as we 
can regard the measured results as checking each other. The volume 
at Sauk City would seem to indicate even a less volume than above 
adopted, but at that place, unfortunately, our result was impaired by 
neglecting a small chute whose capacity was not determined. 

The low-water volumes increase as we descend, showing that the addi¬ 
tions more than compensate for evaporation, and, consequently, if there 
is a sufficient amount at Portage there will be enough lower down the 
river. Still, it is desirable to ascertain the low-water volumes through¬ 
out, so that we may dispose of the consideration of the question, which 
may arise, whether, if necessary to continue the canal below Portage, 
we may not reach a point where the river-volume will admit of its being 
suitably improved for navigation. 

During the progress of the survey below Sauk City the river had 
begun to rise somewhat, and continued fluctuating, so that the volume 
measured was greater than the low-water volume. The application of 
river formulm to deducting the volumes of discharge is but a rough ap¬ 
proximation, in so shallow a stream, with such variable local slopes and 
obstructed sandy bed. This is specially the case near low water, when 
a slight rise or fall greatly changes the width and area of the section. 
Our slope-measurements are generally over considerable distances. The 
river is one in which the conditions of uniform motion are entirely ab¬ 
sent. The only course was to take the Chezy formula v = B V rs in its 
general form, and, by applying it to all places where our measured vol¬ 
umes were taken, deduce local values for B. This, when done, we 
assume will enable us to get an approximate result for a rise or fall not 
exceeding one foot from the stage at which the volume was measured. 

The values of B thus obtained are given in the following table. The 
sectional area used is the mean area of the sections within the space for 
which the slope was measured. 


332 NAVIGATION OF THE MISSISSIPPI RIVER. 


Locality. 

* 


Mean of measurement. 


B. 


Volume 
per sec. 

Area. 

Wet. 

per. 

r. 

V. 

Mean 

slope. 



Feet. 

Cubic feet. 





. 0003484 

61 

Portage.. 

0.2 

3,256 

1, 861 

724 

2. 432 

1.749 

Dekorra. 

0.1 

3, 539 

2,288 

697 

3. 283 

1.547 

. 000229 

56 

Skinner’s Bluff. 

0.0 

3,275 

2,105 

1,160 

1.808 

1.691 

. 000285 

60 

Upper Railroad Bridge. 

Middle Railroad Bridge... 

1.1 

6, 557 

2, 014 

364 

5. 655 

3.185 

.000287 

79 

0.9 

5, 942 

2, 911 

798 

3. 648 

2. 041 

. 000254 

68 

Port Andrew. 

0.9 

5, 944 

2, 701 

647 

4.174 

2. 201 

.000273 

65 

Boscobel. 

0.9 

6, 568 

3, 328 

972 

3. 424 

1. 973 

. 000275 

64 

Bridgeport. 

0.7 

6, 977 

4,158 

1, 094 

3. 797 

1.698 

. 000205 

61 

64i 


With these values of B at the different localities we deduce the low- 
water volume at the Middle Railroad Bridge and at Bridgeport. The 
manner of calculating was as follows : For these small changes of stage 
the slope was regarded as constant, the wetted perimeter and width the 
same, and the change in area of section was obtained by multiplying 
the width by the amount of rise and fall, and adding the product to or 
subtracting it from the mean sectional area as measured. This method 
neglects the small amount of decrease and increase of sectional area 
which results from a decrease or increase in the width, but this was 
small in amount and not to be obtained with accuracy, and would but 
little affect the result. 

Thus, to find a low-water volume at the Middle Railroad Bridge we 
multiply 798 by 0.9 = 718.2, and subtract this amount from 2,911, ob¬ 
taining 2,192 square feet as our low-water new area of section. The 
new value of r is 3.G18 — 0.9 = 2.748. Substituting these quantities in 
the formula 

v = GS V 2.748 X 0.000254 = 1.796, 
hence volume will be 

2,192 x 1.796 = 3,938 cubic feet per second. 

A similar application of the formula to the case at Bridgeport gives 
us the low-water volume for 1867 5,200 cubic feet per second. Both of 
these low-water volumes appear too large to be in harmony with the 
low-water volumes actually measured higher up the river, when consid¬ 
ering that the low-water volumes must, in a measure, be proportional to 
the area drained. We have, therefore, reduced these amounts about 8 
per cent. 

Volumes at a stage 1 foot above the low water of 1867.—For the last 
five places named in the preceding table for values of B the Wisconsin 
was measured when near the stage 1 foot above low water of 1867. 

Applying the Ohezy formula with the new constants in the same man¬ 
ner we did when deducing low-water volume, we obtain the volume for 
the stage 1 foot above low water, as shown in the first column of the 
next table. 


Locality. 

Calculated 
yolumeper 
second, in 
cubic feet. 

Cubic ft. per 
second per 
square mile 
drained. 

Adopted 

result. 

Upper Railroad Bridge.. 

6, 233 

.634 

6,170 

Middle Railroad Bridge. 

6, 275 

. 622 

6, 280 

Port Andrew. 

6,142 

.582 

6, 630 

Boscobel.■. 

6, 824 

.628 ; 

6, 825 

Bridgeport.... 

8, 032 

. 677 

7, 435 

Mean. 

.628 



1 . 












































NAVIGATION OF THE MISSISSIPPI RIVER. 


333 


Not feeling sufficient confidence in applying the Chezy formula to get 
the volumes at the stage one foot above low water to the places above 
the Upper Railroad Bridge, we have preferred to get it by taking the 
measured quantity at the Upper Railroad Bridge, and diminished it 
above in proportion to the diminished area of drainage. 


Table of volumes at low water and at a stage one foot above. 


Portage. 

Dekorra. 

Skinner’s Bluff.. 

Sauk. 

Upper Railroad Bridge. 
Middle Railroad Bridge, 

Port Andrew.. 

Boscobel. 

Wauzeka.. 

Bridgeport.. 


Locality. 


Distance from 

Portage, in 

miles. 

Area drained, 

in sq. miles. 

Low-water vol¬ 

ume, 1867. 

Volume 1 foot 

above. 

0 

8,200 

2, 800 

4, 950 

8 

9,010 

3,175 

5, 440 

22 

9,180 

3, 275 

5, 530 

29 

9, 200 

3, 275 

5, 530 

54 

9,820 

3, 575 

6,170 

61 

10, 080 

3, 660 

6, 280 

79 

10, 555 

3, 980 

6, 630 

89 

10, 865 

4,170 

6,825 

102 

11, 775 

4, 750 

7, 360 

112 

11, 850 

4, 790 

7, 435 


Volumes at Skinner’s Bluff for all stages .—For obtaining these volumes 
we make use of the Humphreys-Abbot formula for mean velocity. (Equa¬ 
tion 40, page 312, Physics and Hydraulics of the Mississippi.) Knowing 
by measurement the volume at low water of 1867 at this place, the area 
of section, hydraulic mean depth and width, we take the Humphreys- 
Abbot formula for the value of s (equation 36, page 312), and deduce 
the slope which would produce this low-water discharge through this 
known section. It is 0.000067420. 

Our next step is one of some uncertainty, as we have no other meas¬ 
ured volume to deduce the corresponding value of s at this point, which 
we have selected because we have the sectional area pretty well deter¬ 
mined for all stages, which is not the case elsewhere. This natural sec¬ 
tion being a contracted one for medium and high stages, it is probable 
that the value of s (which for the low-water discharge is but little more 
than one-fourth of the average slope) quite rapidly approaches the aver¬ 
age as the river rises, and may exceed it in highest stages. We have, 
however, assumed that the slope in the river at this place reaches the 
average at a stage 4 feet above low water, and thereafter remains con¬ 
stant up to the highest flood, 10 feet above low water. Between the 
low water and the stage 4 feet above we have assumed that the value 
of s increases uniformly with each foot of rise. With these values of 
s and the known dimensions of the section, we deduce the value of v ,* 
which, multiplied by the corresponding sectional area, gives the volume. 
The volume thus determined for the stage 1 foot above low water is about 
170 cubic feet per second less than what we previously obtained by pro¬ 
portioning the volume at the Upper Railroad Bridge to the diminished 
drainage-area at Skinner’s Bluff. These determinations of volume, how¬ 
ever, have but little practical value in the future discussion of river-im¬ 
provement, being only used in considering the plan of reservoirs at the 
sources. We have taken the low-water volume as that actually measured 
at Portage, and the high-water volume is not so important, as we have 
taken the new high-water channel to be at least equal in dimensions 
to this natural one ; and if this will not accommodate the river, the cur- 
.rent will increase the sectional area by deepening. We have used these 



















334 


NAVIGATION OF THE MISSISSIPPI RIVER. 


volumes, in discussing improvement by reservoirs at the source, to 
determine what reservoir-capacity it would be necessary to provide 
to maintain the natural river at different stages above low water. It is 
well to remark here that it is highly probable that the low water of 1867 
was not an extreme one, and that in such years as 1864 the extreme 
low-water volume is not greater than 1,500 cubic feet per second at 
Portage. 

Table of volume at Skinner's Bluff for all stages of the river. 


Stage of water. 

Width. 

Area. 

Hydraulic 
mean depth. 

V. 

Volume. 

s. 

Low water. 

1,160 

2,104 

1, 808 

1.556 

3,275 

. 000067420 

1 foot above. 

1 162 

3, 265 

2, 798 

1. 695 

5, 530 

.000121815 

2 feet above. 

1,164 

4, 427 

3, 785 

2.1544 

9, 540 

. 000176210 

3 feet above. 

1,166 

5, 589 

4, 766 

2.680 

14, 980 

.008230605 

4 feet above. 

1,168 

6, 751 

5. 744 

3.110 

21, 000 

. 000285 

5 feet above. 

1,170 

7, 913 

6, 708 

3. 387 

26, 800 

. 000285 

6 feet above. 

1,172 

9, 075 

7, 684 

3. 625 

32, 900 

. 000285 

7 feet above. 

1,174 

10, 237 

8, 648 

3. 849 

39, 400 

. 000285 

8 feet above. 

1,176 

11, 399 

9, 607 

4. 062 

46, 300 

. 000285 

9 feet above. 

1,178 

12, 561 

10, 561 

4. 259 

53, 500 

. 000285 

10 feet above. 

1,180 

13, 723 

11, 510 

4. 460 

61,200 

. 000285 


ANOMALOUS PHYSICAL FEATURES OF THE WISCONSIN AND FOX RIVER 

BASIN. 

The near approach of the streams without uniting. —The example pre 
sented by these two streams in their near approach at Portage, thence 
Rowing in opposite directions—forming a channel of communication 
between distant w r aters—is one of the most remarkable to be found in 
the West, although not standing quite alone. It is this feature which 
gives to the route its most apparent advantage, and that has led to its 
use and improvement. In regard to its relations to physical geography 
it is also interesting, for an attempt to account for the relations of pres¬ 
ent conditions cannot fail to give us a clearer general idea of the struc¬ 
ture of the country. 

Peculiarities in the course of the Wisconsin. —This stream approaches 
Portage from the northwest, and turning to the right, bends through 
an angle of 130°, and pursues a course a little south of west to the Mis¬ 
sissippi. After passing Portage it enters a valley between nearly hori- 
zontaly-stratified rocks, once as high at least as 500 feet above the 
present stream, and continuous across its course. The present river 
could not have eroded this course while the valley of the Fox was open, 
and this deep valley must date back to some former time, probaly pre¬ 
ceding the glacial period. Along the valley below Portage the terraces 
indicate a much higher level of the water than at present, as is the case 
in most of the northwestern valleys. 

Peculiarities in the course of the Upper Fox .—This river approaches 
Portage from the northeast, and then, turning to the right, doubles back 
and pursues a northeast course to Lake Winnebago. There is a general 
absence of high banks in proximity to its course, although low alluvial 
terraces are common. It winds through broad savannas, with gentle 
slope and sluggish current, occasionally passing into lakes. Three of 
these lakes—Mud Lake, Buffalo Lake, and Lake Puckaway—are caused 
by the deposits of affluents which the main stream has not been able to 
wash away, indicating plainly that the present Upper Fox did not erode 
its course, for it has not evqn the power to keep itself free, and is filling 
up. Lake Buttes des Morts and Lake Winnebago are depressions w hich 
the present tendency is to fill up. The same is true of Lake, Poygun, 

























NAVIGATION OF THE MISSISSIPPI RIVER. 335 

through which the Wolf River passes before joining with the Upper 
Fox. 

Lower Fox River. —This is simply an outlet of Lake Winnebago, whose 
surface is about 170 feet above Lake Michigan. 

The waters descend with great rapidity over beds of limestone rock, 
forming numerous rapids. The valley is here narrow and gorge-like, 
and the sides are not to exceed 50 feet in elevation above the stream at 
the head of the Grand Chute. 

Analogies between Labe Winnebago Basin and the Labe Winnipeg Basin 
in British America. —The Upper Fox Kiver, like the Ked Kiver of the 
North, is separated by but low intervening grounds from a stream flow¬ 
ing in an opposite direction, with which there is an interchange of wa¬ 
ters in floods. They both have a northerly course. The valleys of these 
two rivers are alike in being broad and undefined, and the banks but 
little elevated above the lakes into which they flow. 

Both lakes have northeastern outlets, and these outlets are obstructed 
by rocks, and have rapids and falls. Both lakes have low shores and 
shallow water on their west sides, and high shores and deep water on 
their east sides. 

Probable former extent of Labe Winnebago .—The low, level alluvial ter¬ 
race bordering the west side of Lake Winnebago has a very considera¬ 
ble extent. I asked Capt. W. S. Edwards, chief engineer of the Green 
Bay and Mississippi Canal Company, to get for me the outline of the 
high ground bordering it, which he did. It is presented on the accom¬ 
panying diagram, Plate IY, the outline shaded by horizontal ruling. 

If this alluvial deposit was ma*de in an ancient lake, this diagram 
gives an approximate outline of it. 

Hypotheses consistent with above-noted conditions. —We have only to sup¬ 
pose that all the waters of Lake W T innebago Basin (including that of 
the Upper Fox) formerly drained to the Wisconsin Kiver; that a slow 
change of level in this region elevated the southwestern part and de¬ 
pressed the northeastern part till a large lake was formed, which finally 
overflowed, forming the course of the Lower Fox. This explains the 
present doubling back in the course of the Upper Fox and tributaries, 
and it accounts for the close relation and yet opposite courses of the 
Fox and Wisconsin Kivers. As the level changed, the erosion at the 
outlet could not keep pace with it, and so prevent a lake forming, be¬ 
cause a granite ridge lies near the surface, between the Wisconsin and 
Buffalo Lake. When the Lower Fox outlet formed, the loose material 
covering the rocks rapidly gave way, and lowered the lake-level down 
to the rock, which now keeps it at its present level. The period of this 
change I regard as post-glacial, because this alluvial terrace is free from 
glacial drift; which it could not have been if formed before in a region 
like this, surrounded with glacial-drift deposit. 

A similar change in the course of the Ked Kiver of the North is treated 
of by me in my report on the Minnesota River. (See Annual Report of 
Chief of Engineers, United States Army, for 1875.) There the case of 
the Fox and Wisconsin Kivers, along with some others, is referred to; 
all regarded as indicating a relative elevation at the south and depres¬ 
sion at the north, which has affected the continent. 

Previous attempts at generalization in regard to the Fox River. —The 
only previous attempt at generalization of natural features along the Fox 
Kiver, that I know of, was made by Mr. John B. Pettival, civil engiueer, 
in report dated January, 1838, Doc. No. 102, H. of R., War Department, 
Twenty-fifth Congress, third session. He says, “That the succession 
of different valleys from Fort Winnebago (near Portage) to Grand 


336 


NAVIGATION OF THE MISSISSIPPI RIVER 


Chute (Lower Fox River) was filled with water, making a chain of 
lakes. The barrier of the Grand Chute being thrown open by some 
convulsion of nature, the more shallow lakes were drained, and the 
deeper remained sheets of water, and the river a meandering drain/, 
He does not seem to have perceived the effect of such tributaries as the 
Montello River in causing some of these lakes, but his generalization, 
like mine, involves an idea of the recent formation of the outlet by the 
Lower Fox. 

PROBABLE CHANGE IN THE DRAINAGE OF THE FOUR LAKES NEAR 

MADISON. 

A like change of direction appears to have taken place in the drain¬ 
age of the four lakes near Madison, Wis. These lakes now drain to 
Rock River, but formerly, I think, to the Wisconsin, along the valley of 
Black Earth Creek. The summit between this creek and the largest of 
the lakes, Mendota, is but little elevated above the lake, and is com¬ 
posed of the same pure white sand as is found along the margin of this 
lake, whence it was probably brought by the former southwestern out¬ 
let. So little is this upper portion of Black Earth Creek separated from 
the lake, that some years ago the building of a road and washings from 
cultivated land caused so much submergence of fields near the summit, 
by raising the level of a small lake about 2 feet, that the owners of this 
land cut a ditch to drain the waters the other way into Lake Mendota. 
This led to an injunction by a mill-owner lower down on Black Earth 
Creek, and after much litigation the*final decision of the higher court 
was that the digging of this ditch must be stopped, and the obstruction 
which caused the overflow removed. 

Explained by the same hypothesis , ichicli is applicable to an extensive 
area. —The natural change in the direction of the drainage here can be 
explained by the same hypothesis made for the change of flow of the 
Upper Fox River, both of which are a part of a wide-spread exhibition 
of similar changes. It was first announced by me at the Chicago meet¬ 
ing of the American Association for the advancement of Science, in 
1868. It was also reported by me in outline in the annual report of 
the Chief of Engineers of that year. 


CHAPTER Y. 

METHODS OF IMPROVING NAVIGATION. 

Preliminary remarks— Relations of the United States and corporate companies to 
the improvement—Difficulties heretofore not appreciated—Influences controlling 
former plans and operations—Future plans based on the new data— Improvement by 
canalization, regulation, or rectification— Hydraulic formula applicable—The 
Humphreys-Abbot formulae adopted—Small practical bend effect—Width of rectified 
river at low water for different depths—Slopes for uniform depths and different 
widths—Requirements which must be met iu works of construction for river recti¬ 
fication, so as to produce a desired navigable depth at low water—Conditions de¬ 
manded at high water—How to begin the work discussed and illustrated by exam- 
pl e —Section of regulated river for both high-water and low-water channels—Further 
protection against scour— Estimate of money and time required for canalizing 
impracticable— Conclusions to be drawn from the success attending similar works 
on the Garonne—Example in the case of the Ohio River—Conclusion with regard 
to canalization of the Wisconsin River —Improvement by means of reservoirs 
at the sources —Doubtful possibility of success—Immense cost—Great danger at¬ 
tending such works— Method of improvement by dams and locks— Difficult and 



NAVIGATION OF THE MISSISSIPPI RIVER. 


337 


expensive, if not impracticable—Never reccommended, and special data not obtained 
for depth to bed-rock— Improvement of navigation by means of canal along 
the valley —Data for making location—Provisional location—Objectionable fea¬ 
tures, and alternative to avoid them— Character of canal and locks— Description 
of locks, with geueral directions as to construction—Bills of lock-material—Esti¬ 
mated cost of a lock—Summary of cost of all the lift-locks; of all the guard-locks— 
dost of feed-weirs connected with lock ; of feed-pipes ; of culverts ; of waste-weirs ; 
of bridges; of walling; of riprap; of grubbing; of clearing land; of engineering, 
the work to be done in two years—Grand total cost—Additional cost for tive feet 
draught—Annual expense of superintendence and repairs. 

PRELIMINARY REMARKS. 

So far in this report I have been presenting the data and experience 
obtained from our surveys, and from the study of previous operations, to 
enable us to meet the question of further improvement. I have been 
uninfluenced by committal to any plan to which consistency might 
induce me to adhere beyond its intrinsic merits, and I have resisted the 
pressure for an immediate plan of operations until I could fully make up 
my mind as to what was practicable by elaborating our data, and thus 
be enabled to make a proper comparison of the Wisconsin with other 
rivers where improvements had been made, and be enabled to arrive at 
conclusions that should not be delusive. 

Relations of the United States and corporate companies to the improve¬ 
ment. —At the time the work was under my charge as an officer of the 
government, the route from Green Bay to the Wisconsin was under the 
control of a private corporation, and my investigations after 18G6 were 
designed to furnish a plan for improving only the portion of the route 
along the Wisconsin. It is to that part I shall confine my attention in 
this chapter. 

Difficulties heretofore not appreciated. —I have felt much concern in 
trying to find a suitable plan of improvement which should be accepta¬ 
ble to the public, for, from the first attempts at improvement till now, 
as shown in Chapter III, the difficulties have not been fully presented, 
if even understood. Year after year responsible persons charged with 
providing plans for making this improvement have regarded it as an 
easy matter, and in a few instances have applied with confidence such 
insufficient means as have been productive of no permanent benefit, and 
in fact so insignificant in themselves as to make it a matter of research 
to find out where they were employed. 

Influences controlling former plans and operations. —The neglect to at¬ 
tempt more improvement of the Wisconsin arose mainly from the fact 
that in its natural condition the navigation was so much better than on 
the Fox Rivers, that its improvement was not so pressing a need as that 
of the other portions of the route. The United States law made the 
grant of lauds proportional to the length of the route, excluding the 
distance along the Wisconsin ; and although the legislature of the State 
required one-sixth of the proceeds of the sale of the lands to be applied 
to the Wisconsin, only a small proportion was actually thus used, as the 
whole was inadequate to the improvement of the route along the Upper 
and Lower Fox and the Portage Canal. To sustain the course adopted 
it is probable the managers represented the Wisconsin Iiiver in the best 
light they could, and their wisdom cannot be questioned in improving 
the Fox Rivers first. When the improvement passed to the control of 
a company it was not expected to improve the Wisconsin, and its finan¬ 
cial necessities always inclined it to put the best face possible on this 
river’s navigability. This influence was also brought to bear upon me 
early in these investigations, to induce me to attempt something at once; 

H. Ex. 49-22 


338 


NAVIGATION OF THE MISSISSIPPI RIVER. 

aiul while distrusting our ability to adequately improve the liver itself, 
I suggested a method of operating by which it could be tested without 
great expense, and at the same time enable us to find out whether we 
could use the bed of the river for making crossings from a canal on one 
bank to one upon the other, should the canal plan be adopted. 

Congress, in 1871, completed the legislation which enabled this trial 
to be made, but the control of the work had passed out of my hands. 
The engineer in charge consulted me on the subject, and proposed to 
follow my plan ; but from the shoaluess of the river he met with obsta¬ 
cles which compelled a modification of it, and the success which attended 
his work in 1871 led him to believe that any required depth could be 
produced by improvements in the river-bed, and my plan w as abandoned. 
That these promises of success were illusory is apparent from subse¬ 
quent experience, which has much reduced them, and I believe they 
must grow smaller until they are of no value. 

Future plans based on the new data .—By means of the data obtained 
from our surveys and investigations, as exhibited by the descriptions 
and tables in the preceding chapter, and on the maps and diagrams 
there enumerated, we are enabled to take up the consideration of the 
improvement with facts at our command not possessed by any one be¬ 
fore; and, if properly weighed and put together, they should give us 
more reliable conclusions. These we will now attempt to reach. 

IMPROVEMENT BY CANALIZATION, REGULATION, OR RECTIFICATION OF 

RIVER. 

The first method which has always suggested itself is that of con¬ 
tracting the water-way, thus increasing the depth, and, by confining the 
action of the water to a narrow channel, enable it to keep this free from 
sand or other deposit. This method, w r hen most fully and successfully 
applied, consists in giving new banks to the river adapted to the end 
sought, and is known technically as the canalization, regulation, or 
rectification of the river. * 

Hydraulic formulce applicable .—The flow of the water in such regulated 
rivers is subjected to uniformity of conditions that admit of the appli¬ 
cation of mathematical formulae, and by these we may approximately 
proportion the dimensions of our proposed channel to meet the object 
in view, which, in our case, is to obtain a continuous proper navigable 
depth at low water. Iu the proposed problem of rectifying the Wiscon¬ 
sin, the survey has determined the volume and the slope which the 
present river has and which the improved river should have, and we 
may, therefore, give it the width w 7 hich will maintain the desired depth. 
We have no way of determining this width except by mathematical 
formulae or by expensive experiment, and we should, at least, do the 
best we can with the former as a preliminary step toward the latter. 

There are two specially important requirements of a rectified river. 
It must be small enough to give the required depth at low water, and 
large enough to carry off the volumes of the floods, and arrangements 
must be made to secure the return of the stream to the low-water chan¬ 
nel provided for the river on its reaching the low-water stage. 

Here we have, in seeking for the required dimensions by the formula, 
to depend entirely upon the correctness of the factor in it representing 
the slope, the most subtle of all the quantities entering it. Disregard¬ 
ing for the present the effect which the new currents of the improved 
channel may have in destroying the permanency of the river-bed, w 7 e 
see that if the formula used should not properly express the effect of 



NAVIGATION OF THE MISSISSIPPI RIVER. 


339 


resistances—that is, for instance, that only part of the slope used accord¬ 
ing to the formula was found actually necessary to carry off the water in 
the regulated channel—then the unemployed portion of the slope would 
give increased velocity and diminish the depth. On the other hand, 
should it be found in practice that more slope than is called for by the 
formula at high water would be needed to move the floods, we would 
subject our new banks to inundations and dangerous injury. Large 
margins for safety in both directions must be allowed for, at best, in 
locating our new banks, but we are much less liable to error from the 
inapplicability of the formula than we are from the scour in the river¬ 
bed destroying that uniformity which it is our aim to give, and on which 
the applicability of all formulae is based. This question of maintaining 
the uniformity of the bed will be specially considered after we have 
determined by the formula the proportions the new bed should have. 

The Humphreys and Abbot formula! adopted .—As there are peculiarities 
under which all formulae for rivers have been deduced, it is generally 
expected that the engineer in adopting one shall establish its applica¬ 
bility to his case. Feeling every confidence in the deductions of the 
“Physics and Hydraulics of the Mississippi,” by Humphreys and Ab¬ 
bot, I yet endeavored to find confirmation of them on the Wisconsin, 
and especially on the Mississippi, near Saint Paul, where the conditions 
of the two rivers were similar, but under circumstances more favorable 
to the latter place for making nice observations. The natural difficulties 
at both places proved very great 5 so that while everything we could 
fairly conclude sustained the Humphreys and Abbot formulae, these 
conclusions were not in themselves based upon observations that could 
add much weight to the evidence of their truth given by the authors of 
these formulae, except as to the parabolic law of change of velocity from 
surface to bottom, which was fully sustained. 

There was no part of the Wisconsin River, as we surveyed it, where 
uniform conditions existed through a distance that gave a possibility of 
measuring the corresponding slope, so no direct test of formulae involv¬ 
ing slope could be made* I have, therefore, taken several sections 
where the volume was known, and have applied the Humphreys and 
Abbot formulae, to see what slope the river would have if it were straight 
and uniformly of that section. Irregular as these sections are, they 
furnish a much nearer approach to uniformity than the average of the 
river. In a majority of cases the river is so divided and spread out 
that, as far as the application of formulae is proper, it is divided into 
several streams. The result is given in the following table: 


340 


NAVIGATION OF THE MISSISSIPPI RIVER. 


Table of measurements on the Wisconsin, with column of calculated slope, deduced by applica¬ 
tion of the Humphreys-Abbot formulae, showing the slope the river would have if uniformly 
of that volume and section ; dimensions in feet. 


Miles below Port¬ 
age. 

Discharge in cubic 
feet per second. 

Area of section. 

Mean velocity. 

A 

s 

Wetted perimeter. 

Hydraulic mean 
depth. 

Slope. 

Slope in feet per 
mile. 

Height of surface 
above low water, 

1867, 

• 

Piemarks. 

0.0 

3360 

a. 

1954 

V. 

1.72 

W. 

361 

P- 

363 

r. 1 
5.4 

s. 

.00003586 1 

0.189 

0.25 


0.0 

2765 

1652 

1. 673 

589 

590 

2.8 

. 00012020 

0. 63 

0.12 

Part of river - ] 

2.0 

3679 

1762 

2. 088 

353 

356 

4. 96 

. 00008914 

0. 47 

0. 05 

7.0 

3558 

1280 

| 2.780 

270 

287 

4. 46 

. 00031360 

1. 655 

0.1 


8.0 

3558 

2030 

I 1.743 

759 

761 

2. 66 

. 00016250 

0. 858 

0. 1 


15.5 

3558 

2730 

j 1.303 

300 

316 

9.1 

. 00000443 

0.0234 

0.1 


18.3 

3275 

2334 

i 1.375 

2040 

2043 

1.14 

. 00032470 

1.714 

0.0 . 


19.7 

3275 

2034 

1.610 

380 

387 

5.35 

. 00002898 

0.153 

0.0 


20. 1 

3275 

2680 

1. 222 

1900 

1902 

1.41 

. 00017040 

0. 900 

0.0 


22 

3275 

1554 

2.108 

439 

441 

3. 50 

. 00018770 

0. 981 

0.0 


29 

3210 

1037 

3. 075 

332 

333 

3. 1 

. 00102500 

5.41 

0.0 

Part of river. 

29 

3210 

1554 

2.065 

390 

392 

3. 964 

. 00013550 

0.715 

0.0 

Mean of six sections. 

57 

6557 

2059 

3.184 

364 

367 

5.75 

. 00033420 

1.765 

1.1 


61 

5942 

3241 

1.833 

912 

915 

3.5 

. 00003293 

0.174 

0.9 


75 

5944 

1896 

3. 135 

480 

485 

3. 95 

. 00068480 

3.615 

0.7 

| ♦ 

79 

5944 

2701 

2. 201 

642 

645 

4.0 

. 00015490 

0. 8178 

0.7 


87 

6568 

2354 

2.79 

513 

515 

4. 57 

.00031970 

1.687 

0. 65 


95 

6568 

3518 

1.867 

1700 

1703 

2. 07 

.00035680 

1.884 

0. 75 


101 

8111 

2886 

2. 81 

325 

328 

8.8 

.00008476 

: 0. 4475 

0. 9 


110 

2912 

1493 

1.944 

501 

504 

2. 96 

. 00019703 

; 1.0403 

0.7 

| Paver in two channels. 

110 

4065 

2280 

1. 778 

635 

638 

3.5 

. 00009327 

! 0. 4925 

0.7 

Do. 


Tbe sections of the river used in the preceding table were taken, ex¬ 
cept in two cases, where the water-way was not divided by islands, and 
in most of the cases the conditions were more than usually favorable to 
the flow of the water, thus requiring but little slope of surface. In one- 
third, however, the slope required, as deduced by the formula, exceeds 
the average slope of the river, and there is no doubt that if the sections 
taken represented a true average of the sections of the river, the above 
ratio of one-third would be increased. There can be no direct compari¬ 
son of these deduced slopes with the measured slopes, because these 
latter are averages over considerable distances, while the calculated 
slopes are only for the immediate section. We can conclude, however, 
that the formula contains the proper factors for giving us the slope un¬ 
der all these fluctuating conditions, since it gives low slopes and high 
slopes, as nearly as we can ascertain, under the same conditions in which 
they exist in nature. Having, then, the volume at low water and the 
total descent of the river fixed, we may reasonably depend, to a very 
considerable extent, upon the formulae of Humphreys and Abbot for de¬ 
termining the mean velocity and corresponding width and depth of the 
river when canalized or reduced to uniform conditions. 

Small practical bend-effect .—In regulating the stream it would, of 
course, be best to preserve the natural curves when not too sharp for 
navigation, and even increase them, when allowable, for the purpose of 
diminishing the slope by developing the low-water length of the stream, 
and also to consume a portion of the effect of this slope in overcoming 
the resistances of the bends. Unfortunately, we can do but little in 
this way, because the width required for the stream at high water, in 
some places, will occupy the whole available portion of the valley, 
and we could not allow the low-water channel to differ materially in 
direction from that at high water, without subjecting it to be filled up. 
The bend effect, iu consuming the slope in the rectified river, will be too 


















NAVIGATION OF THE MISSISSIPPI RIVER. 


341 


small, as shown in the preceding chapter, to make it worth while to 
attempt to account for it before applying the deductions of the formula. 

Width of rectified river at low water for different depths .—The original 
formula adopted to determine the width of the regulated river of 
required uniform depth is given on page 312 of the “ Physics and 
Hydraulics of the Mississippi,No. 38, as follows : 


P + W=, 


195 a sh 


[0.93 v + 0.107 b h Vi\ 2 
In this W is the width ; p the wetted perimeter ; a the area of section ; 


s the slope; v the mean velocity; 


b = 


1.69 

(r + 1-5) t * 


In this value of Z>, 


r is the mean radius. 

The draught of water it is proposed to have at low water is in the 
neighborhood of four feet, with side slopes of 1 upon 2, thus: 



^W/jlllllllWIWllll7iTlWm 


-W _/_ 

~ mrunv inrw/irur t^ 


In this case ^ = 1.01 TV, nearly; IT being the mean width, r will be 
the depth nearly; r W will be equal to a ; r= Q being the volume 

of water discharged in cubic feet per second. 

Substituting these values in the equation for p + IV, and solving with 
reference to TV*, we have— 

Wx _ 0.1305 hi Qk ^_ /0.7207 Q ~/ 0.1305 Oh Q 

V r | 2 r ) 


* In this value of TV*, where the river is as small even as the Wisconsin 
at low water, the second term under the radical sign may be omitted, 
and in large streams both terms containing h may be neglected. Let¬ 
ting # = 2,800 cubic feet per second, as at low water at Portage, and 
with r varying from 2 to 10 feet, we obtain the following table : 


Table of widths and velocities corresponding to different depths. 


Depth ia feet. 

Width in feet, j 

Area of section 
in sq. feet. 

Mean velocity, 
feet per sec¬ 
ond. 

Probable maxi¬ 
mum velocity. 

Kemarks. 

2 

790 

1,580 

1. 772 

2.215 

Maximum velodity was obtained by increasing the mean one- 

3 

430 

1,290 

2. 170 

2. 713 

fourth. 

4 

275 

1,100 

2. 545 

3.183 


5 

195 

975 

2. 872 

3. 591 


6 

149 

894 

3.131 

3.914 


7 

118 

826 

3. 389 

4. 236 


8 

96 

768 

3. 646 

4. 557 


9 

30 

720 

3. 888 

4. 860 


10 

68 

680 

4.117 

5.146 



Slopes for uniform depths and different widths .—The mathematical con¬ 
dition under which the above table has been calculated requires uni¬ 
formity of volume, slope, and cross-section, giving, with an unchanging 





























342 


NAVIGATION OF THE MISSISSIPPI RIVER. 


bed, uniform widths and, depths. But as uniformity of depth is the 
essential for navigation, and as'uniformity of bed and slope cannot be 
always, if ever, attained, we may, where the river-bed is unyielding, nar¬ 
row the width and increase the slope and velocity, and still secure the 
depth there, thus allowing us to somewhat widen the bed and diminish 
the slope at other places. How far this may be done is shown by the 
succeeding table, giving slopes and velocity for a volume of 2,800 cubic 
feet per second, so as to secure a uniform depth of 4 feet, with width 
corresponding to the different mean velocities up to 5.81, and maximum 
velocity of 7.25 feet per second, or 5 miles an hour, which should not be 
exceeded. This value of s is deduced by means of the Humphreys and 
Abbot formula (36), page 312, “Physics and Hydraulics of the Missis¬ 
sippi,” as follows: 

F(p + W) (0.93 v + 0.167 bj n) 2 J 

■ L 192 « J 

iu which the quantities are the same as noted in this report when giving 
the formula for p + IF. 

Table of slopes and velocities for a uniform volume of 2,800 cubic feet and uniform depth of 
4 feet, with corresponding widths. 


1 

Widths. Area. I 

Velocity. 

Slopes. 

Remarks. 

Mean, j 

Max. 

Sine of 

Feet per 
mile. 

275 ! 1,100 

225 j 900 

175 i 700 

150 j 600 

135 540 

120 480 

2.545 

3.111 

4.000 

4. b66 
5.185 

5. 810 

3.181 

I • 3. 888 
5.000 

S 5.833 

6. 471 
7.250 

i 000&98 

1 .000648 
. 001735 
| . 003068 
. 004641 
! .007214 

1.57 

3. 42 
9.16 
16.199 
.24. 50 
38. 00 

5 miles an hour. 


If, now, our problem were to construct a channel which should carry 
all the low-water volume of the Wisconsin River by keeping hear the 
natural slope of the valley, and give a channel navigable for vessels 
drawing 4 feet, and without locks, we know by consulting the last two 
tables the limiting hydraulic conditions which belong to it. 

It must be noted by those investigating and considering this question 
of improving navigation that t\ie above tables exhibit the best results 
we have any reason to hope for, at low w 7 ater, near Portage, even with 
the greatest success in works of construction. Everything that can be 
measured is given as the result of actual measurements. The depths 
and corresponding widths, with this volume and this slope, are given in 
the first table; the variations the slope may have with uniform depths 
and different widths, in the second table—both from the best of formulae 
for uniform motion of river-water. I have not extended the presenta¬ 
tion to any but the low-water volume at Portage. For any other low- 
water volume at points lower down on the river, the widths for different 
depths and the same slope can be obtained near enough for our purposes 
by the simple proportion: As the volume used iu the table (2,800 cubic 
feet per second) is to the other volume, so will the corresponding widths 
be for the same depth, &c. 

The manner in which it should be practically executed will next be 
considered. It is a subject which may be further considered iu a variety 
of ways, and I take the order which to my mind appears most natural. 
Others must makeallowance for individual idiosyncrasies in endeavoring 
to follow me. 

















NAVIGATION OF THE MISSISSIPPI RIVER. 


343 


I will continue to confine myself at first to the conditions of low water, 
tor this is so common in the Wisconsin, and exists during so much of 
the year when navigation is most needed, that any plan which is inade¬ 
quate to ordinary low r water must be given up. 

Requirements which must be met in ivories of construction for river-rectifi¬ 
cation so as to produce a desired navigable depth at loic water. 

1st. The water-way must be so contracted as to give the required’ 
depth at low water. 

2d. The works for improving the low-water navigation must not make 
navigation dangerous at higher stages, must provide for the proper dis¬ 
charge of the water in flood-stages, and must secure the return of the 
river, at the recurrence of low water, to the channel provided for it. 

3d. The velocity of the water at all stages must be so small as not to 
injuriously scour or disturb the material forming the bed of the improved 
river. 

By the data and calculations already given it is clear that a greater 
navigable depth than 4 feet is mechanically impossible, without reduc¬ 
ing the average width to less than 275 feet, and this is as narrow as, if 
not narrower than, the interests of steamboat navigation will admit. To 
make this contraction we must prepare entirely new banks for the river. 
Experience on the Rhine, Garonne, and elsewhere in Europe has shown 
that straight lines for the banks should be avoided as much as possible, 
and that the banks should be composed of curves imperceptibly passing 
from oue curve to another as the curvature increases or decreases or 
reverses. One reason for this is that such disposition of the banks con¬ 
iines the action of the current to one side of the river—the hollow of the 
bend—and renders protection to the other side less needed. In rivers 
thus regulated the most difficult places for navigation occur at the points 
where the curve reverses, as the river passes from one side of the valley 
to the other. Sharp bends should be avoided, because they render re¬ 
versals of curvature more frequent, are more difficult to navigate, and 
they produce more violent action of the current in scouring the banks 
and bed. No fixed rules can be laid down for determining the curva¬ 
ture, but it must depend upon the judgment at each place in meeting 
the conditions presented. In all the bends the low-water channel is 
naturally located on the concave side, so that on that side the high and 
low water bank can be the same; but in passing from a beud on one 
side of the valley to the other the low-water channel must cross the 
high-water one, and here great difficulty will be found in freeing the 
low-water channel after a flood-stage. (See diagram.) 



Conditions demanded at high water.— Suspending the further consid¬ 
eration of the low-water channel, we will take up that of the proper 
width for the high-water channel. It is evident that to secure a low- 
water channel we must control the course of the river at high water so 
that it shall not at that time cut out a new route for the water, and 







344 


NAVIGATION OF THE MISSISSIPPI RIVER. 


leave our low-water cbaunel buried beneath the sand as the water falls. 
I have taken the high-water width for the first thirty miles to be that 
of the natural river at Skinner’s Bluff, about 1,200 feet. It will have 
to be greater below' that point, and if it should be necessary to have it 
wider at and above Skinner’s Bluff, the natural river will in places 
require widening. The reason why it may require widening is that we 
cannot leave the present high-water bed unchanged, but must put in it 
such constructions as shall make it of a permanent form, sloping toward 
the low-water channel. The diminution of section which these works 
wilbcause it is expected will be compensated by the diminished resist¬ 
ances to the flow of water in the river of uniform width with sectional 
area and by the increased depth by scour at shoal places. Such results 
have attended river rectification elsewhere. The high-water volume at 
Skinner’s Bluff is 61,200 cubic feet per second; the mean radius, 11.5 
feet; mean velocity, 4.46 feet per second ; and maximum velocity about 
6 feet per second, or 4 miles an hour. We may expect the occasional 
occurrence of higher velocities at places, especially in ice-gorges. The 
bend-effect of the improved channel for high water will be about the 
same as for the natural river. 

Row to begin the. work discussed and illustrated by examples .—The nat¬ 
ural course of procedure, I believe, is to lay out and build new high- 
water banks first. This is somewhat the way it w T as begun in very re¬ 
mote times by the riparians on the Garonne, for the simple purpose 
of securing an increase of cultivable area; and when, in the present 
century, it was taken up by the Government of France and pursued 
systematically, the contraction of the natural river had in places gone 
far enough to enable the new low-water banks to be begun so as to 
improve the low-water navigation. The increase of cultivable-laud area 
was still an object to be accomplished, the benefit to navigation being 
made subsidiary to it. Great care w as taken not to raise the high-water 
banks so fast as to prevent the free admission of the silt-laden water to 
the low lands, sloughs, and marshes farther from the river. The water 
was allowed to course slowly through these parts, and they were covered 
with cross-lines of stakes and wattlings and willow-plantings, to catch 
the suspended sediment, and by its deposit raise the level. So slow 
w as this course of building up, that from 1833, at which time the work 
was begun under M. Baumgarten, down to 1848, as reported by him, 
only 34 miles of the river had been rectified. 

This slow rate of progress would be fatal to any similar attempt to 
improve the Wisconsin. Moreover, it could not be applied because of 
the lack of silt in the waters of the Wisconsin, w r hich could be used to 
build up the low lands, and, besides, the value of the land, even if 
gained, would not at all equal the expense. Furthermore, it may be 
noted here that the contraction to which the low-water channel of the 
Garonne w T as subjected is not half what will be needed to obtain the 
navigable depth at low water which the navigation of the Wisconsin 
demands. 

Being then, from the conditions of our problem, unable to realize the 
benefits of the slow process on the Garonne, nor to stand the delays in¬ 
cident thereto even if we could realize the benefits, w T e are at liberty to 
construct the new high-water banks artificially at once, at such rate as is 
allowed by the means at our command and by the time required for the 
natural forces to adapt themselves and the included river-bed to t l ne new- 
banks given to the river. Experience has abundantly shown, in our west¬ 
ern rivers of alluvial beds, that if by artificial works w r e deprive the nat¬ 
ural bed of a portion of its area, the next high flood enlarges it again by 


NAVIGATION OF THE MISSISSIPPI RIVER. 345 

removing an equivalent amount from some other place. My own investi¬ 
gations of the effect of the building of the high bridge-piers and embank¬ 
ment. by Mr. Sewall, at Saint Paul, and the building of the levees on the 
left bank by that city, show that an equivalent was taken from the opposite 
or right bank and the included island. This law of compensation is also 
noted by Mr. T. C. Clarke, m his valuable report on the construction of 
the Quincy bridge. It has also been noted as shown by the works at 
several other bridges, as at the bridge at Saint Joseph, on the Missouri 
Eiver, and its auxiliary works, and at the Mississippi bridge at the town 
of Louisiana, Mo. Many other places might be named, but the most 
marked instance is that at Saint Louis, where the Mississippi, with its 
great volume, has been confined to a channel but little exceeding 1,500 
feet in width by works on both sides and in the bed, and where the 
compensation is made by excavating the bed at high water. 

It must be noted in all these examples that the contraction was over 
but a small space along the river, and that, therefore, it was but com¬ 
paratively a small work for the river to free itself, and that the sand 
removed was soon so distributed as to find a resting place where it 
would not produce noticeable effect. 

From the foregoing facts and remarks we see that in building the new 
high-water banks for the Wisconsin, which we should do at low water, 
we shall compel it to enlarge the included space by deepening, and we 
must not build more between any two floods than the next one can safely 
clear, and from which it can remove the effects of the contraction. 
Suppose, for instance, we build 5 miles of new high-water bank during 
one spell of low water, and that the succeeding flood be a full one. The 
enlargement by the moving of sand would begin all along our contracted 
portion, but would not at first be felt in any but tli^ upper portions, 
which would supply the lower with sand as fast as it was removed. 
The enlargement would, therefore, pass from the upper part downward, 
and in the mean time the water must be raised in the lower portion in 
proportion to the contraction as long as it exists. It is obvious, then, 
that this will set a rate to our progress, for if we build too much we will 
have to raise, for each extension, the lower end of the new bank very 
high to prevent its being overflowed and destroyed before the enlarge¬ 
ment by the flood will have been completed, and, if it stands, it will be 
much higher that the finally regulated river will need, and we shall have 
gained time only at great expenditure. It must not be left out of sight, 
in this connection, that the extreme floods in the Wisconsin are very rare. 
The ordinary flood only rises 6 feet above low water; the high ones 10 feet. 
One has a volume of 20,390 cubic feet per second, the other of 61,200 
cubic feet per second. Qur river-work for high-water banks may, then, 
not be fully tested for several years, and it seems to me that it would be 
very hazardous to build more than 10 miles at a time until that part 
should have been fully tested and adjusted. Analogous experience is 
frequently had in covered ways for streams in passing through cities, 
which, having capacity suited to ordinary rains, are burst up and de¬ 
stroyed with much attendant destruction during heavy rain falls. Great 
as are the difficulties of constructing the new high-water banks for the 
Wisconsin, which must be continuous on one side,at least, all the way— 
often in the present river-bed and sometimes on both sides—let us sup¬ 
pose that by perseverance and ample means they are fiually overcome, 
and that we have a section of high-water banks for 10 miles along the 
river, at the upper end of the proposed improvement, done, and its ca¬ 
pability to maintain itself established. Such bauk might be built as an 
ordinary levee of proportions suited to its height, and thoroughly re- 


346 


NAVIGATION OF THE MISSISSIPPI RIVER. 


vetted on the river side with riprap stone or stone and brush. As soon 
as this 10 miles was done the formation of the low-water channel might 
be begun along it, regard being had to the fact that the effect on this 
portion, regulated for high water, would be to lower the bed through it 
and a short distance above, and to raise it below, so that, as the exten¬ 
sion downward was made, the lower part of the first division of 10 miles 
would be lowered too. 

Section of regulated river for both liigh-water and low-water channels .— 
We design the area of the section at high water, for the first 30 miles, 
to be nearly that of the natural high-water section at Skinner’s Bluff; 
for the present canal should be brought down to at least below the 
mouth of the Baraboo River, and below that there is no considerable 
affluent for this distance. At this bluff the width is 1,180 feet, with 
average depth of 11.5 feet, giving an area of 13,570 square feet. Our 
proposed low-water banks should be 2 to 3 feet higher thau low water, 
so that with the least accession of water we could get a depth of 6 feet 
for navigation. (The low-water banks prepared for the Garonne are 9 
feet above low water, which is three times that proposed here—that river 
rises 30 feet above its low water, so that the ratio of the high and low 
water bed is the same.) Above that height the rising river should be 
allowed to spread rapidly, merely giving the bed such a gentle slope as 
will direct the water back to the low-water channel when the river falls. 
This influence of the high-water bed will be most needed at places 
where the low-water channel is crossing from the high-water bank on 
one side to that on the other. I would propose to give shape to the 
high-water bed at these places by driving rows of sheet-piles trans¬ 
versely to the stream between the high and low water banks, and cut¬ 
ting them off evenly, so as to give a slope rising about 2 feet between 
the low-water channel and the main bank. These piles would need* to 
be bolted together by stringers, and protected by riprap down to a 
depth of from 3 to 10 feet from their tops on both sides, but particu¬ 
larly on the lower side. The distances of these rows apart, and the 
depth to which the piles must be driven, will vary with circumstances. 
The low-water banks themselves, when not forming a part of the high- 
water banks, must be strougly built of suitable material, such as heavy 
piles and riprap. Special precaution must be takeu on the Wisconsin 
on account of the ice, vfliich alone would have greatly modified the work 
on the Garonne had it had the same climate. The same thing must be 
said about the aid to be secured from the growth of willows—for while 
they grow in both climates, it is at a much slower rate on the Wiscon¬ 
sin than on the Lower Mississippi, to which latter climate that of the 
Garonne may be compared. 

The length of the new low-water-bank line would on one side equal 
the length of the river, and there would have to be two banks at all 'the 
places where the low-water channel crossed from one high-water bank 
to the other. The tie-lines between the low and high water banks would 
have to be at such distances apart as to keep the river in its place, and 
would be closer in proportion as there was greater force in the water to 
make a channel elsewhere. On the Garonne these distances apart 
varied from 130 feet to 325 feet. 

The two diagrams, Plate V, represent sections of the river improved 
in the manner here considered. No. 1 is at a place where the low-water 
channel is in the middle of a crossing-place between the high-water 
banks with tie-banks between the low and high water banks, as already 
described. No. 2 is a section where the low water channel is in a bend 
on one side of the high-water channel, the centrifugal force tending to 


NAVIGATION OF THE MISSISSIPPI RIVER. 


347 


keep the water in the concave bend. I have in this illustration given 
the tie-line the same rise from the low-water bank to the high water 
bank opposite the bend, as in the previous case, thus making the slope 
of the higli-water 'bed toward the low-water channel only half the 
amount allowed in the first case. Notwithstanding the effect of the 
centrifugal force to keep the deep water in the hollow of the bend, it is 
sometimes insufficient to prevent the low-water channel in rivers with 
sandy beds from cutting across the points, so that tie-lines of piles may 
be needed there. 

Both these sections have a high water area slightly in excess of that 
we have considered in our calculation, but are thus taken to avoid frac¬ 
tional dimensions. 

To give now, in brief, what must be done to secure a reliable and suf¬ 
ficient low water navigable depth in the Wisconsin River by contrac¬ 
tion. we will take the river to have an average width of 1,200 feet at 
high water, and reduce it to a width of 300 feet at low water. The low- 
water tie-banks must average a distance apart not greater than 300 feet, 
and taking both sides of the low-water channel, an average length of 
900 feet; that is, they will be equivalent in combined length to three 
times the length of the river. The lengths of the low-water banks must 
considerably exceed that of a single bank the whole length, and this 
excess, together with the protections to the high-water banks, will re¬ 
quire fully as much work as another low-water bank the length of the 
river. The contracting and protecting works will then reach, in com¬ 
bined length, five times the length of the river, or 590 miles, or 3,115,200 
linear feet. No matter how built, this would cost in the neighborhood of 
$3 per foot, or $9,345,600. In this estimate the cost of building the 
high-water banks, which I have, proposed in order to limit the field of 
operations for maintaining a low-water channel, is uot included. It is 
not a necessity, but if it is not built, the extent of the low-water con¬ 
trolling works must be largely increased above what I have allowed. 
The progress of the work itself must be slow and tentative, waiting for 
the conforming changes of the river. 

Further 'protection against scour .—With all these works thoroughly 
constructed and protected so as to withstand the floods, others must be 
used, if necessary, to prevent any local scour at high stages At points 
where the current from any temporary or local cause may become un¬ 
usually strong, for the material thus scoured would be deposited at some 
other place, and probably in our low-water channel at the crossings. 
Whether such action could be prevented or not could only be proved by 
a long and expensive trial of some systematic plan like that I have pre¬ 
sented. Experience on -the Ganges Canal shows that inadmissible 
scour took place on sandy beds where the slope exceeded 15 inches per 
mile. This great canal has a volume of G,750 cubic feet per second. It 
is 140 feet wide and 10 feet deep. 

The danger that results from too much scour is, that deep holes form 
in some parts, with corresponding deposits in others, thus destroying 
the uniformity of the channel. At places of deposit the low-water 
channel will become engorged, the surface of the water will be raised 
and spread over our low-water controlling works, so that the navigable 
depth will be lost. The average slope is 18 inches per mile, and to get 
a depth of 4 feet we must have a velocity (calculated) at not less than 
3 miles an hour. To get 10 feet of depth on this slope, we must have 
a maximum velocity (calculated) not less than 5 miles an hour, and this 
depth at least is what we know the Wisconsin has at high water, on an 
average slope of 18 inches per mile. Whatever the velocity may be 


348 


NAVIGATION OF THE MISSISSIPPI RIVER. 


(whether more or less than 5 miles an hour), we have the authority of 
Major Baker, of the Royal Engineers, as quoted below from Colonel 
Cautley ? s report on the Ganges Canal, that the maintenance of a sandy 
bed on this slope, with this depth, was impossible, without involving 
extraordinary expense, which, rather than undertake, he modified many 
miles of canal already constructed, so as to reduce the slope to 15 
inches per mile. Even this reduced slope has since been found too great. 
On the Wisconsin, then, we shall have to succeed in maintaining a 
sandy bed where the volume reaches 60,000 cubic feet per second, 
when, with the same kind of bed and a volume not to exceed 7,000 
cubic feet a second, the English engineers abandoned the attempt, 
although having at their command the cheap labor of the millions of 
people of the Indian Empire.* 

ESTIMATE OF MONEY AND TIME REQUIRED FOR CANALIZING THE 

RIVER IMPRACTICABLE. 

In preparing the method of canalizing the Wisconsin now presented 
so as to endeavor to meet the requirements of the case, it was with a 
view to making an estimate of the cost and the amount of time required. 
What appeared as the most certain and direct in its results has been 
chosen. Notwithstanding this, the uncertainties as to length of time 
required, owing to the varying conditions of the rirer from year to year, 
prevent any reliable estimate of expense beiug made, even if the method 
itself was sure of success. The weight of experience elsewhere, how¬ 
ever (of which I shall next give some example), is against the probable 
success of the method. 

To enable the difficulties to be more easily comprehended, I have 
added to the text Plate VI, showing a few characteristic low-water sec¬ 
tions, enumerated below: 


Section number. 

Miles below Port¬ 
age. 

Area. 

Hydraulic mean 
depth. 

Remarks. 

1 

5 

1460 

2.51 

At sand-bar just above Baraboo River 

2 i 

7 

1280 

4. 74 


3 ! 

14* 

2730 

9.1 


4 : 

17* 

2334 

1.14 

Across a sand-bar. 

5 

181 

2034 

5. 35 


6 I 

19* 

2680 

1.41 

Across a bar. 

7 

23 

1722 

2. 43 


8 

34 

2207 

1.12 

Bar just above Honey Creek. 


* Colonel Catitley, of the Royal Engineers, in his report upon the Ganges Canal 
works, vol. 1, page 199, quotes Major Baker, of the Royal Engineers, as follows: “ The 
slope of 18 inches per mile was under any circumstances excessive, but its maintenance 
on a good soil, aided by artificial expedients, was by no me'ans considered to be an 
impossibility, or likely to involve expenses of an extraordinary nature ; this could by 
no means be the case when the water was brought in direct connection with sand, or 
with lighter varieties of soil that the admixture of sand leads to, nor could the design 
for the masonry-works be considered appropriate to a channel where, although the sur¬ 
face of the bed might exhibit some trifling signs of durability, every foot in depth of 
excavation for laying in the foundations plunged deeper and deeper into sandy soil. 
The necessities for modification not only in width of water-way but iu depth and 
solidity of foundations became under this evil apparent; and, although from the ad¬ 
vanced state of some of the works in the neighborhood of Mungloor aud Liburheri, a 
redisposition of slope became somewhat inconvenient, as necessitating an alteration of 
work which had already been done, I determined at once to remodel the whole of the 
slope on a reduction of 3 inches to the mile from the Roorkee Bridge to Nanoon.” 

















NAVIGATION OF THE MISSISSIPPI RIVER. 


349 


Also Plate VII, showing about 3 miles of river near Honey Creek. 

Plate A III, showing about 3 miles of river near Muscoda. 

Plate IX, showing about 3 miles of river at the mouth. 

The maps attached to this report show the whole river. 

Conclusions to be drawn from the success attending similar ivories on the 
Garonne .—I have cited heretofore the case of the rectification of the 
Garonne, because it is one of the most successful examples of this 
method of improvement. Col. W. E. Merrill, United States Engineers, 
in his report to the mayor of Saint Louis, in 1869, in regard to the rec¬ 
tification of the Mississippi Kiver at that point, says of it, after such 
investigation of European examples as his opportunities enabled him 
to make: 

From all that I have been able to gather from every source accessible to me, the river 
Garonue is the most complete specimen of a regulated river to be found anywhere, 
representing the most successful modern practice. The study of this river is particu¬ 
larly valuable, as the Annales (des Fonts el Chaussees ) record its condition prior to the 
commencement of any work of improvement, and give a very complete history of the 
works and their effects from 1833, when they were begun, to 1848, when a large por¬ 
tion of the river (34 miles) had been successfully treated.* 

The full account of this work on the Garonne up to 1848 is given in 
the memoir of M. Baumgarten, of which Colonel Merrill presents an 
abstract. This work I have consulted aud had complete^ translated. 
The following comparison of the Wisconsin with the Garonne is pre¬ 
sented, supposing the Wisconsin rectified to give a depth of 4 feet at 
low water. 


Table of corresponding data for the Garonne River and for the Wisconsin, rectified to four 

feet depth at low ivater. 



Garonne. 

Wisconsin. 

Average slope per mile. 

1.4 feet. 

1.5 feet. 

2,800 cubic feet per second. 
61,200 cubic feet per second. 
10 feet 

275 feet. 

1,180 feet. 

4 feet wanted. 

Volume at ordinary low water.. 

Volume at hiffh wafer ._. . 

5,800 cubic feet .. 

272,700 feet _____ 

Rise from low to high water. 

Low-water width of rectified river. 

High-water width of rectified river. 

Draught at extreme low water.. 

*30 feet. 

570 feet. 

1,950 feet. 

Depth not given, navi¬ 
gation suspended. 


A flood of 33.6 feet is mentioned by M. Baumgarten, but the corresponding volume is not given. 


To which may be added that the navigation of the natural river, in 
both cases, is suspended at low water ; that the rate of progress of the 
rectification of the Garonne, after being regularly undertaken, was only 
three miles per annum ; that the land reclaimed on the Garonne was of 
great value, while it would be of very little value on the Wisconsin; 
that there is little ice on the Garonne, aud a good deal on the Wisconsin. 

From this comparison we see that with such rectification of the Wis¬ 
consin as the Garonne has received we should not get at low water 
more than feet. (See preceding table of calculated depths and 
widths.) 

Example in the case of the Ohio River. —The works of improvement on 
this river, in the space between Pittsbnrgh and Cincinnati, 466 miles, 

* Mayor’s message to the city council of the city of Saint Louis, April session, 1869, 
and other documents; also report of Col. E W. Merrill, major Engineers and brevet 
colonel United States Army, on the harbor of Saint Louis, which includes the report 
of Capfc. T. J. Cram, United States Topographical Engineers, made in 1844, aud the re¬ 
port of Robert E. Lee, lieutenant Engineers, made in 1837-38, on the harbor of Saint 
Louis. Printed for the city council, Saint Louis; George Knapp & Co., book and job 
printers and binders, 1869, p. 21. 




























350 


NAVIGATION OF THE MISSISSIPPI RIVER. 


are one of the best illustrations of improving low-water navigation, by 
contracting the flow of the water, which we have in this country. This 
part of the Ohio resembles the Garonne much more than the Wiscon¬ 
sin does. The rauge between high and low water is 35.6 feet at Pitts¬ 
burgh, and 62.5 feet at Cincinnati. The coarse material forming the bed 
is due to the heavy scouring and transporting power of the large high- 
water volumes and depths. The works on the Ohio, however, have not 
been as systematic as in the case of the Garonne. 

The public improvement of this river was considered by our govern¬ 
ment's early, at least, as 1803; for on April 4, of that year, the Secre¬ 
tary of the Treasury, Albert Gallatin, referred to it in a report which 
was printed by the Senate. In 1822, a board of engineers, consisting 
of General S. Bernard and Maj. J. G. Totten, reported upon its improve¬ 
ment.* This report compares the river to the Loire, and recommends 
low dikes to contract the stream. They say : 

The expedient proposed above for obtaining a greater draught of water in the Ohio 
is the only one we can devise. The board, however, are not sanguine in their belief in 
its efficacy in all cases requiring remedy. It is certain that by the dikes and narrow 
passages the water may be deepened at any required point, but it is to be feared that 
in some places, at least, the locality may be such that the very materials thus carried 
off by the rapid waters may be deposited, when they become comparatively quiescent, 
in such a way as soon to form a new bar below. The very great importance of thp 
object in view and the want of any other resource will nevertheless justify an experi¬ 
ment. 

The first experimental dam to overcome a sand-bar was begun by Maj. 
S. H. Long, at Henderson Island, 200 miles below Louisville, and 
completed in 1825. It was 402 yards long, and cost $3,778.93. It 
was considered a success. The improvement of the river, by remov¬ 
ing snags, was begun about the same time. The building of wing- 
dams at various places was begun and continued from this time annu¬ 
ally up to 1839; the appropriations varied from $3,000 to $100,000, but 
a great deal of the money was expended in removing snags and rocks. 
The reports of the engineers in regard to the effect of the dams were 
generally hopeful as to what would ultimately be the result when the 
work should be thoroughly completed. But little benefit, however, was 
rendered, and the breaking and giving way of dams were continually 
reported. In 1839, Capt. John Sanders submitted an estimate of 
$312,000 for building dams in 1840. 

In 1842, Capt. G. W. Hughes, United States Topographical Engineers, 
in an inspection report (Doc. No. 50, H. K., War Department, Twenty- 
seventh Congress, third session), gives a less hopeful account of the 
improvement. The usual appropriations were made for the years 1842, 
’43, ’44. In 1843, Captain Sanders estimated that it would take 
$2,000,000 to complete the improvement so as to give a minimum 
draught of 2 feet between Pittsburgh and Louisville. No further ap¬ 
propriations were made till 1853, when $90,000 was appropriated for 
the Cumberland dam. This dam well illustrates the difficulty of making 
a dam across the saudy bed of a river. 

Mr. Charles A. Fuller, agent for the Ohio, examined in 1853 the darns 
previously built and neediug repairs, besides localities requiring several 
additional ones. Wherever they were built o.n saudy bed, as was the 
case with those below Louisville, they were in a very dilapidated con¬ 
dition. The Board of Topographical Engineers, Kearney, Long, and 
Turnbull, in the annual report for 1854, advised the abandonment of 

* Transmitted by President Monroe to House of Representatives, January 22, 1823, 
and printed, without plans, by Gales & Seaton, 1823, as Document No. 35. 


NAVIGATION OF THE MISSISSIPPI RIVER. 


351 


all the dams in the parts where the bed is sandy, except the Cumberland 
dam, and thought the only resource to be dredging at the shoals after 
every high water. The gap in the Cumberland dam was filled. In 1854, 
Agent Fuller partially repaired the dams in the Upper Ohio, using 800 
tons of stone. I believe no further work was done till 1867, when ap¬ 
propriations were again made and have since been continued. 

In 1866, Mr. W. Milnor Roberts commenced an examination and survey 
of the Ohio, and subsequently prepared a plan for a thorough improve¬ 
ment. We have his final report, printed as H. Ex. Doc. JSTo. 72, Forty-first 
Congress, third session, dated April 21, 1870—a book of 198 pages. 
Besides preparing the report, Mr. Roberts had charge of the improvement 
by dams in 1867, 1868, and 1869. 

He says: 

Former reports to the department, made some years ago by different engineers and 
later by myself, concur in the opinion that the system heretofore adopted, to improve 
the navigation by means of riprap dams, although beneficent and useful, especially at 
low-water navigation, does not meet the requirements understood as belonging to the 
radical improvement of the whole river. * * * All that has been promised or hoped 

for under this system, without the aid of artificial reservoirs, has been an increase of 
12 to 18 inches in the natural river. 

Mr. Roberts then gives a very thorough and exhaustive discussion of 
the other plans of improvement, and concludes that low dams requiring 
locks of about 6 feet lift furnish the best means of obtaining the desired 
navigation. He does not consider a continuous canal along the river, 
because it would not be an improvement of the Ohio; but it may be 
stated here that it would be a very expensive work on account of the 
difficulty of crossing the numerous large affluents. 

Col. W. E. Merrill, United States Engineers, who has since had 
charge of the Ohio improvement, substantially agrees with Mr. Roberts 
as to the necessity for darns and locks, proposing, however, to adopt 
movable dams instead of fixed ones. This is a method which Colonel 
Merrill has thoroughly studied as practiced in recent years on some of 
the rivers of France, and he thinks it well adapted to the Upper Ohio. 
(See Annual Report of Chief of Engineers for 1874, pp. 406-410.) 

Mr. Roberts, I believe, did no work at the Cumberland dam, in which 
a new break occurred after it was repaired by Agent C. A. Fuller. Col¬ 
onel Merrill repaired this break only to have a new one occur at a suc¬ 
ceeding high water. Such has been the experience in many dams on 
beds ot movable material. 

Conclusion icnth regard to canalization of the Wisconsin .—It seems to 
me, from what I have presented in this chapter, that no satisfactory 
improvement on the Wisconsin can be made by any system of contrac¬ 
tion or rectification. 

It has been shown that it is a kind of improvement that, wherever 
applied and however successful, requires an amount of time that the 
present wants of transportation cannot wait for in this case; that it has 
never succeeded to any extent in this country nor in any other where the 
river’s slope was as great as 18 inches per mile, the most favorable case 
being that of the Garonne River, in the south of France, having this 
slope, but whose navigation is suspended at low water ; that works of 
contraction in the sandy bed of the Ohio River have been tried and given 
up by successive engineers; and, lastly, that the attempt to give requisite 
stability to such sandy beds, tried in India under the most favorable cir¬ 
cumstances of engineering skill and abundant and cheap labor, has been 
pronounced impracticable. 


352 


NAVIGATION OF THE MISSISSIPPI RIVER. 


IMPROVEMENT BY MEANS OF RESERVOIRS AT THE SOURCES* t 

A project of this kind was suggested by Mr. 0. D. Westbrook, jr., in 
bis report to the Fox and Wisconsin Improvement Company, in Decem¬ 
ber, 1854. He says: 

That remedy is the location of a dam upon the upper waters of the Wisconsin, where 
the public lands have not as yet been brought into market, that will create a reservoir 
in which a sufficient quantity may be stored from the high water in the spring of the 
year, to maintain an equable supply throughout the dry season sufficient for the unin¬ 
terrupted navigation of the stream. Assuming this extra supply to average 100,000 
cubic feet per minute (1,666 cubic feet per second), a dam 20 feet in height, flowing 
100 square miles, would be sufficient. The cost of such a structure, in comparison with 
its results, would be too insignificant to require an estimate of its probable amount, 
until it is determined by actual survey. 

Mr. Westbrook assumes— 

That a sufficient supply of water for steamboat-navigation is had in this stream, 
except from the middle of August to the latter part of October, when, in common with 
all western rivers, so many interruptions exist, precisely at the period when their 
services are most needed, that they fail to meet the wants of the growing West, and 
are superseded to a considerable extent by railroad transportation. 

Allowing the period Mr. Westbrook provides for to be 75 days, it 
would take 10,800,000,000 cubic feet. 

Doubtful possibility of success. —The data obtained from our survey in 
1867 enable us to deal with this question with more definiteness. If 
good navigation is to be made on this river, it must be by some plan 
which shall not fail in ordinary low-water years at least, and so we may 
take the year 1867, which was observed, as a test case. The available 
depth at low water of that year was certainly not greater than 1£ feet. 
There were 93 days that year when the water was between low water 
and 1 foot above; 58 days when it was between 1 foot and 2 feet above 
low water; and 30 days when it was between 2 and 3 feet above low 
water. Allowing that each foot of rise would give us an additional 
foot of navigable depth (too favorable a supposition), and supposing 
that during the periods just named only half the quautity which we 
have determined to be necessary to raise the natural river each foot on 
the gauge would be required after a partial rectification (also a favor¬ 
able supposition), we see that at Skinner’s Bluff, according to the table 
in Chapter IV of volumes, at all stages at Skinner’s Bluff, we would 
require— 

5,850 cubic feet per second for 93 days; 

3.130 cubic feet per second for 58 days; 

1.130 cubic feet per second for 30 days; 

or a total amount at Skinner’s Bluff, to secure 4} feet draught on the most 
favorable supposition, of 65,619,036,000 cubic feet. But if the natural 
river were improved in this manner, we should be compelled to supply 
double the above amount near the mouth. 

Immense cost, —The reservoir capacity, then, would have to be about 
twelve times greater than that estimated by Mr. Westbrook. If such 
reservoir is not absolutely impossible, it must be nearly so, and it is a 
sufficient estimate of what it would cost to state that it more than 
ninety-nine times exceeds the storage capacity of the water-works for 
supplying New York City. 

Great danger attending such worJcs. —It seems unnecessary to discuss fur¬ 
ther the project of keeping up navigation in the natural river by means 
of reservoirs, to retain the water in seasons of surplus, and distribute 
it to supply deficiencies in dry seasons. If the plan of making a 
thoroughly regulated or rectified river could be shown to be practicable, 


NAVIGATION OF THE MISSISSIPPI RIVER. 


353 


there would be much less volume required to raise it during low stages, 
aud It might be well enough to consider the question of reservoirs in 
connection with that method. But if any other method can be designed, 
it will be advisable not to adopt the plan of reservoirs with their land- 
damages, their costly construction, maintenance, and use, and the ever- 
to be endured dread of destruction by the giving way of the dams and 
the deluging of the valley below. 

METHOD OF IMPROVEMENT BY DAMS AND LOCKS. 

Difficult and expensive , if not impracticable .—The difficulty of con¬ 
structing dams in the bed of such a sandy river is very great. The 
scour on the lower side would probably remove the sand down to the 
bed-rock, and the construction of cribs filled with stone and well pro¬ 
tected by riprap reaching down to the rock would then be necessary to 
give permanence. Such dams were built across the sandy bed of the 
Upper Wabash River in Indiana, and it was found that after giving 
way once or twice, the third construction would generally staud, because 
the debris of the first two dams filling into the place scoured out below 
them made a foundation and an apron for the dam reaching down to the 
bed-rock. 

Where experience has shown that dams could be built on sandy beds, 
they have been constructed only at a great expense. There is almost a 
certainty that the space above the dam will fill up with sand to the level 
of the top, so that the pools in low water could not be navigated. 

These darns on the Wisconsin would have to be frequent on account 
of the slope of the river, being 1£ feet to the mile, so that, with locks 
lifting 7 feet, they would probably be as near as every 5 miles, 23 of 
them being thus required. This number, with their very considerable 
lengths across the overflowed valley, would make them very expensive, 
even if good foundations existed. Finally, we must take into the ac¬ 
count that such works will be exposed to all the power of extraordinary 
floods. 

Never recommended , and special data not obtained for depth to bed-rock .— 
I have never known any one to recommend locks aud dams for the Wis¬ 
consin below Portage, and I have not thought it worth while to try to 
present an estimate of the cost of such improvement or of the time 
required to build it. Special location of the dams and borings to the 
bed-rock must precede any reliable attempt at an estimate. My limited 
means would not allow of my making these, even if I had thought that 
such a plan had any probable feasibility, and I think it has not. 

IMPROVEMENT OF NAVIGATION BY MEANS OF CANAL ALONG THE 

VALLEY. 

Data for making location. —When the survey was made in 1867, the 
object was to get a good hydrographical and topographical knowledge 
of the course of the stream, with a view to planning works of improve¬ 
ment in the bed of the river. The impossibility of doing anything with 
our dredge or scraper boat was pretty well demonstrated in that year, 
and the results of the survey soon made plain the great difficulty of im¬ 
proving the river by canalization or any of the other methods treated 
of in the preceding parts of this chapter. Therefore, in 18G8, I directed 
examinations to be continued, so as to obtain a more definite idea of the 
margins of the flood-plain, of the heights of the terraces, &c., with a view 
to a survey for locating a canal and preparing estimates. In 1869 I 
IT. Ex. 49-23 


354 


NAVIGATION OF T1IE MISSISSIPPI RIVER. 


made a reconnaissance of the valley, assisted by Mr. Jacob Blickens- 
derfer, jr., a distinguished civil engineer, and one well versed in canal- 
construction. The funds at my command did not admit of making a 
thorough survey for canal line, so we made as good a location on our 
maps as the information we had allowed, and constructed an approxi¬ 
mate profile of this line from which to estimate the amount of excava¬ 
tion and embankment. This profile was made by means of the level- 
notes of the survey of 18i>7, which gave the river-slope and bottom- 
lands and the heights of the terraces generally. We also had the pro¬ 
file of the railroad along the bank. The uniform character of the valley 
enabled us to make this profile with some degree of reliability. 

Provisional location. —The location proposed for the canal is shown on 
the small general map. This map also shows a profile of the route with 
the proposed positions of the locks, and in order to make it serve as a 
general map for considering the entire route from the Mississippi to 
Green Bay, it is made to embrace the whole extent. 

The simple outline of the location estimated on is as follows: First, 
to continue the Portage Canal down to the mouth of the Baraboo River; 
second, to improve the river at this point so as to enable us to lock into 
it on the left bank, cross it, and lock out again on the right bank ; third, 
the location to continue along the right bank, keeping up as high as 
practicable along the side of the valley so as to reach the Sauk Prairie; 
fourth, to continue the canal on the right side of the valley, locking 
down to low-water level after leaving Sauk Prairie, so as to get a new 
feed-supply as far as Pine River; fifth, in order to avoid an expensive 
aqueduct across Pine River, to improve the Wisconsin there, lock into 
it, cross to the other side, and lock out again; sixth, to continue down 
the left bank until the mouth of Oreen River be reached ; seveuth, to 
improve the Wisconsin between this and the mouth of the Kickapoo— 
distance of about 3 miles—and cross back to the right bank just below 
the mouth of the Kickapoo; eighth, the canal to continue on the right 
bank and lock into the Mississippi at Prairie du Chien. These cross¬ 
ings of the river are for the purpose of avoiding costly aqueducts over 
affluents, and to make the feed-supply for the canal ample and easily 
obtained. 

Objectionable features and alternatives to avoid them. —The objectionable 
features of this location are the difficulties that may attend the satisfac¬ 
tory improvement of the river-crossing, and the trouble that river-sand 
at those points may give at the head aud tail bays of the locks. 

It may be necessary to keep out of the river entirely, and this may be 
done by continuing the Portage Canal on the left bank down to Merri- 
mac or Skinners Bluff, or until a sufficient elevation is gained above 
the Wisconsin to build an aqueduct across it; after this, to continue 
all the way on the right bank, keeping high enough to pass all the afflu¬ 
ents by aqueducts. With this arrangement the feed supply becomes 
more difficult. The whole matter must be thoroughly gone over again, 
location surveys and comparative estimates being made, before the best 
plan for a canal can be named. 

Prairie du Chien is the natural terminus for a canal, on account of its 
large and deep harbor. This is the result of the influence of the sands 
brought into the Mississippi by the Wisconsin River about 4 miles 
below. The Mississippi water is thus, as it were, held back by a dam, 
so that for many miles above the river has the features of a lake. The 
reverse conditions obtain below the mouth of the Wisconsin, where for 
many miles the Mississippi is made very shoal and rapid by the sands' 
from this tributary. 


NAVIGATION OF THE MISSISSIPPI RIVER. 


355 


CHARACTER OF CANAL AND LOCKS. 

I submit the following approximate estimate on the first location 
named above. The canal is to be provided for steamboat-navigation, to 
be paved or otherwise protected, and to be fully 4 feet deep at low water 
and 100 feet wide at the narrowest places, with locks 165 feet long and 
35 feet wide. 

The location selected for this canal, and on which this estimate is based, 
is that which would make the cost of construction the least, and the pro¬ 
portions of the canal are only such as would make it certainly as good 
a line as that already constructed from Lake Winnebago to Green Bay, 
and better than there is auy prospect of obtaining from improvements in 
the bed of the river. 

It is well enough to say here that the improvement should eventually 
be much better than this, but as a preliminary estimate it is thought 
sufficient to only go thus far. A thorough improvement requires the 
reconstruction of the works on the Upper and Lower Fox Kivers. 

Description of locks, icitli general direction as to construction .—The lock 
designed is known as the “ composite lock,” and is constructed of stone, 
timber, plank, boards, and iron. The chamber is to be 165 feet long be¬ 
tween the gates, and 35 feet wide at the bottom. The sides are to 
extend 27 feet, including the breast above the upper hollow quoins, and 
20 feet, including the return-walls below the lower hollow quoins. 

The head is to be an L of hydraulic masonry, carried back 12 feet, 
and to be further protected by a slope and protection wall. The foot 
of the lock is to have an apron, and the bottom and sides of the canal 
are to be paved for 100 feet below. 

The foundation, except at the miter-sill, is to be of pine, 10 inches in 
depth by 12 inches'wide, of sufficient leugth to extend at least 1 foot 
beyond the walls of the lock; to be laid so as to cover two-thirds of the 
surface, and the space between the timbers to be puddled. The timbers 
under the lower miter-sill are to be of white oak, and to cover the whole 
surface for a space of 8 feet. The foundation-timbers are to extend at 
least 1 foot above the breast-wall and 25 feet below the return-walls, for 
an apron. 

There should in all cases be four rows of sheet-piling extending across 
the foundation, one at each end and one under each miter-sill; to be of 
2-inch pine plank, and to extend from 4 to 6 feet below the surface of 
the foundation, and to be lined with inch pine boards—the whole to be 
properly secured to the foundation-timbers. Ditches are to be exca¬ 
vated to receive the piling, and, when placed and fastened, the space on 
both sides is to be carefully puddled so as to render the work impervious 
to water. 

The whole foundation is to be covered with pine plank 2£ inches 
thick; that part of the foundation betweeu the side walls of the lock, 
extending from the breast down to the return-walls, except under 
the miter-sills, is to be lined with 2-inch pine plank, in such a manner as 
to make a water-tight floor. 

Cross-sills of sufficient length to extend into the walls at least 3 inches 
are to be laid across the floor, and fastened to the foundation-timbers 
with screw-bolts, V-thread. Of these, fourteen in the chamber and two 
immediately below the lower gates are to be of white oak, 9 inches deep 
and 10 inches wide. On the apron are to be two sills of pine, 9 inches 
deep and 12 inches wide. 

The side walls are to be rubble masonry, laid up dry, except 4 feet 
square about each hollow-quoin post, which is to be laid in hydraulic 


356 


NAVIGATION OF THE MISSISSIPPI RIVER. 


cement; the side walls are to be 11 feet wide at the bottom, including 
the front sill, and are to be carried up on the inside with a batter of 
one-fourth of an inch to the foot, and on the back or outside with such a 
batter in offsets as will give 6 feet width at the top. The breast-wall and 
head-wings are to be laid in hydraulic cement, the height, width, &c., to 
be determined by the lift of the lock and location. 

The necessary sills, girts, and posts are to be placed in front of the 
chamber and recess walls, to receive the plank and boards requisite to 
make the lock water-tight; the sills to be bolted to the foundation, and 
the posts anchored into the wall. 

The quoin-posts are to be inserted in the wall, and securely anchored 
to the same. 

The chamber is to be lined with two courses of pine plank, the first to 
be 2-inch, placed longitudinally, and properly fastened to the posts. The 
second course, of 1J inch plank, is to be placed vertically in front of the 
first course of planking, and secured to copings, girts, and sills. 

The coping is to be of white oak, not less than 9 inches thick and 15 
inches wide. It is to receive the head of the chamber and quoin-posts, 
and to be connected by anchor-timbers to a longitudinal timber on the 
outside of the lock-wall. 

The frames of the gates are to be of white oak timber; the bars and 
posts to be bound together by wrought-iron straps and balance rods, 
the lower ends of the heel-posts to be banded with wrought-iron bands, 
and the posts to rest and turn upon pivots and sockets of the best cast 
iron. 

Fender-cribs 16 feet long and 8 feet wide are to be placed at the head 
of each lock, in such a position as to form an entrance to and a protec¬ 
tion for the lock. 

Estimate has been made for building thirteen weirs, in connection 
with the locks, for passing feed-water from one level to the next below. 
In locks with weir-connections the lower return-wall is to be continued 
14 feet beyond the usual length. From this point it will slope up and 
down the canal, making a retaining-wall for the bank of the weir. A 
sluice-way is to be made in the lower return-wall, the bottom to be 3 feet 
below the surface of the water in the upper level, and 12 feet in width. 
In addition to the increased length of the return-wall, there will be tim¬ 
ber for foundation, sheet-piling, hydraulic masonry, embankment, &c. 
The cost of these feed-weirs is not included in the cost of the lock, but 
is given separately in the detailed estimates. 

A puddle-wall of suitable material, 10 feet wide and 55 feet long, 
transversely of the canal, shall be carried up from the foundation to the 
surface immediately in front of the breast, in addition to the puddling 
around the sheet-piling and between the foundation-timbers. 

An estimate for the excavation of the lock-pit has been made in the 
case of each lock, at the rate of 30 cents per cubic yard when above 
water, and $1.25 w'hen under water. The embankment is included in 
the total for canal embankment. 


G0 

OJ 

o 

*5- 

o 

c 

39 

18 

112 

2 

4 

2 

18 

21 

12 

30 

4 

10 

2 

2 

6 

10 

21 

98 

196 

2 

2 

4 

4 

4 

4 

4 

4 

8 

4 

28 

16 

4 

6 

60 

Fou 


NAVIGATION OF THE MISSISSIPPI RIVER 


357 


BILL OF LOCK-MATERIALS. 

Bill of lumber for a composite lock 165 feet long, 35 feet wide, and of 8 feet lift. 


Where used. 


Foundation. 

Upper and lower recesses, breast and below gates. 

Under miter sills... 

In chamber.. 

Miter-sills. 

.do. 

.do. 

Under lower return-walls. 

Cross-door timbers. 

Floor, first course of foundation .. 

second course of foundation. 

Sheet-piling, four courses.*. 

.do. 


Chambers , recesses, <£c. 

Oak sills and girts in recesses. 

Oak sills and girts in chamber. 

Oak coping in recesses. 

Oak coping in chamber. 

Oak coping below lower recess. 

Oak coping return-walls.. 

Oak anchor-timbers. 

.do. 

.do.. 

Oak posts in chamber and recesses.. 

.do. 

Oak posts in corner of upper recess 
Oak posts in corner of lower recess . 

Oak posts for hollow quoins... 

.do. 

.do. . 

Oak blocks on top of gates.. 


Gates. 

Oak miter-posts. 

Oak quoins. 

Odk arms at top and over paddles 

Oak arms at bottom. 

Oak arms. 

Oak paddle-studs. 

Oak spars to shut gates. 


Flanking. 


Chamber, first course. 

second course. 

On gates. 

Oak fender-planks, upper gates. 

Oak tongues. 

Oak ties. 

.do. 


bf 

<b 

1-3 


64 

64 

60 

40 

20 

12 

36 


24 

30 

29 

30 
20 
24 
24 
29 
18 

5 

5 h 

17 

17 

17 

17 

17 

41 


19 

19 

20 
20 
20 

4 

28 


181 


12 


10 

10 

10 

16 

16 

18 

10 

10 

2i 

2 

2 


14 

14 
18 

15 
20 
20 
10 
10 
10 
10 
10 
12 
20 

6 

13 

13 

18 


14 

14 
10 
12 

8 

15 

8 


n 

2 

s 

\ 

5 

5 


12 

12 

12 

12 

12 

12 

12 

8 


10 

10 

9 

9 

9 

9 

8 

8 

8 

8 

8 

12 

10 

9 

13 

15 

24 


14 

16 

14 

14 

12 

14 

8 


Cubic feet. 


Pine. 


2, 080 
'5,'600 


180 

420 


8, 280 


Oak. 


Board measure. 


Pine. 


Oak. 


960 


iocs 

106 * 

22 £ 


1, 196 


280 

875 

131 

281 

50 
60 
80 

161 

210 

272 

599 

34 

47 

26 

80 

92 

51 


3, 332 


103 

119 

156 

93 

373 

93 

50 


987 


32, 350 
14, 164 
3, 072 
1, 536 

51,122 


12, 302 
9, 231 
2, 000 


23, 539 


283 

150 

160 

1,200 

1,798 


RECAPITULATION. 


18. 


idation. 

nbers, recesses, &c. 


king 


8, 280 


8, 280 


1,196 
3, 332 
987 


5, 515 


51,122 


23, 539 


74, 661 


1,798 


1, 798 

























































































































































































358 


NAVIGATION OF THE MISSISSIPPI RIVER 


Bill of iron for a composite loci' 165 feet long, 35 feet wide, and of 8 feet lift. / 


No. of pieces. 


Length, inches. 

Width, inches. 

Thickness, 

inches. 

Pounds. 


Wrought iron. 





40 

Round sill-bolts. 

20 



222 

24 

Round miter-sill screw-bolts, V-thread... 

20 

14 


237 

8 

Round hollow-quoin bolts. 

84 

14 


231 

8 

Flat anchors to same. 

20 

2 

i 

44 

72 

Round chamber and recess bolts.... 

72 

U 


1,780 

72 

Flat anchors to same. 

20 

2 

h 

403 

4 

Flat heel-post bands. 

50 

2 

X 

2 

56 

40 

Flat heel-post straps. 

98 

21 

* 

1,372 

40 

Flat miter-post straps. 

74 

24 

* 

1, 036 

160 

Round bolts to same........ 

15 

' 4 


296 

8 

Flat diagonal braces. 

288 

3 


1,210 

8 

Round tops of same. 

28 

14 


78 

20 

Round swivel-screws. 

60 

14 


410 

] 2 

Round braces to blocks..*. 

144 

14 


593 

12 

Flat anchors to same.. 

72 

3 • 

4 

365 

4 

Round journals in top of quoin-posts... 

12 

3 


94 

16 

Round pins on top of blocks. 

6 

1| 


33 

4 

Flat collars in blocks. 

16 

•3 

i 

40 

4 

.do. 

14 

3 

i 

35 

8 

Round bolts to same. 

20 

4 

20 

12 

Square bars to paddles. 

168 

1 

1 

564 

168 

Nuts 4-inch bore. 

2| 

24 

4 

163 

8 

Square plates in blocks. 

1* 

n 

* 

260 

168 

Washers. 

2 

24 

It 

15 

72 

.do. 


11 






9, 568 


Cast iron 






Paddle-gates, &c. 




9 012 


Spikes and nails . . 




2 ’ 000 






11,012 


Estimated cost of a lode. 

Estimated cost of a lode 165 feet long, 35 feet wide,ivith 8 feet lift. 


Pine, 74.661 feet, board-measure, at $22. $1,642 54 

Oak, 1,798 feet, board-measure, at $32. 57 54 

Pine, 8,280 cubic feet, at 20 cents. 1,656 00 

Oak, 5,515 cubic feet, at 30 cents. 1 , 654 50 

Dry wall, 2,192 cubic yards, at $8 . 17, 536 00 

Hydraulic wall, 313 cubic yards, at $15. 4 , 695 00 

Puddling, 400 cubic yards, at 50 cents. ’ ‘200 00 

Wrought iron, 9,568 pounds, at 15 cents. 1 , 435 20 

Cast iron, 9,012 pounds, at 8 cents... 720 96 

Spikes and nails, 2,000 pounds, at 6 cents. 120 00 

Snubbing-posts, 6 , at $5. 30 00 

Capstans and spars, 4, at $20 . 80 00 

Painting gates...* 30 00 

Timber fender-cribs.’ 564 00 


Total ..*. 30,421 74 


as follows : 

Piles for foundation and protection, 474, at $5 . 2, 370 00 

Bolts for fastening foundation to piles, 471 pounds, at 15 cents. 70 65 


Total cost of lock. 32,862 39 


The details of the estimate for each proposed lock are given in the appendix to this 
report. 


















































































NAVIGATION OF THE MISSISSIPPI RIVER. 


359 


Summary of the cost of all the lift-locks. 


Number of lock. 

Lift. 

Cost. 

Number of lock. 

Lift. 

Cost. 

Lock No. 1 . 

Feet. 

9 

8 

8 

8 

7 

8 

7 

8 

8 

84 

9 

9 

$39, 836 38 
31, 431 79 

31, 087 99 

32, 520 49 

31, 746 43 
32,143 59 

32, 546 43 

31, 929 54 
31,929 54 

32, 765 61 

33, 531 03 
38,121 23 

Look No 13 

Feet. 

9 

9 

8 

8 

7 

7 

9 

H 

$32, 565 61 
32. 689 48 

32, 526 93 

33, 096 79 
33,096 79 
31,745 18 
30, 980 18 
34,744 48 
40,183 70 

Lock No. 2. 

Lock No. 3.. 

Lock N o. 14. 

Look No. 15 

Lock No. 4. 

Look No. 16 

Lock No. 5. 

Look No. 17 

Lock No. 6. 

Look No. 18 

Lock No. 7.. 

Look No. 19 

Lock No. 8. 

Look No. 90 

Lock No. 9. 

Look No. 2! 

Lock No. 10 

Tot.nl .... 

Lock No. 11. 


701,219 19 

Lock No. 12. 




Summary of cost of all the guard-locks. 

Guard-lock No. 1. $37.132 04 

Guard-lock No. 2 . 36, 882 04 

Guard-lock No. 3 . 36, 882 04 


110,896 12 

Cost of feed weir connected with lock. 

For continuation of lower return-wall of lock, 153 cubic yards of hydraulic 


masonry, at $10 per yard. . . $1,530 00 

128 cubic yards of dry masonry, to be made hydraulic at an increased cost of 

$5 per yard. 640 00 

Timber, 5,500 feet, board-measure, at $25. 137 50 

Puddling, 38 cubic yards, at 50 cents... 19 00 

Spikes. 3 00 

Planking, 1,385 feet, board-measure, at $20. 27 70 

Sheet-piling, 320 feet, board-measure, at $20. 6 40 

Embankment, 1,910 cubic yards, at 30 cents. 573 00 


2,936 60 

Cost of feed pipes about one mile below Roney Creek. 

Two cast-iron pipes 60 feet long, 36 inches inside diameter, and 3 inches thick, 
with two stand-pipes 6 inches in diameter, and 15 feet long ; in all, 49,797 


pounds, at 8 cents. $3,983 76 

2 gate-stems, wrenches, &c., 450 pounds, at 15 cents. 67 50 

2,688 pounds cast-iron in gates, at 8 cents. 215 04 

500 feet, board-measure, sheet-piling, at $20... 10 00 

Bedding timber and watch-house. 100 00 


4,376 30 


Cost of culverts. —Estimates have been made to pass Honey Creek, 
Blue River, and Grand Gris Creek under the canal with culverts. In 
determining the amount of water-way requisite to pass these streams 
we have used the following rules: 

1. For every mile in length give 2 feet span. 

2. For every square mile drained give 1 foot area in opening. 

At Honey Creek we have allowed more space than either rule calls 
for, because when the Wisconsin River is high the culvert will be sub¬ 
merged and the flow of water in the creek obstructed. We have esti¬ 
mated for two semicircular arches of 28 feet span each; these arches 
are to rest on two rows of piling. The wing-walls are to be 24 feet long, 
making an angle of 120° with the face of the culvert, and to be built 
oil piling also. Over the arches a parapet, or retaining-wall, 3 feet 
high, is to be constructed. The material between the crown ot the 
arclies and the bottom of the canal is to be well packed and puddled. 























































360 


NAVIGATION OF THE MISSISSIPPI RIVER. 


Bill of timber, masonry, &c., for Honey Creek culvert: 


Piles under arches and wings, 83G, at $5. 

Piue timber under arches, 1,312 cubic feet, ? ~ 00 -> + a . on 

Pine timber under wings, 480 cubic feet, $ ’ 1 

Plank under arches, 1,804 feet, } ~ n . Q « , _ 

t>i i j) • «nn ci/ o,04o i66t, board-measure, at 8 
Plank under wings, 720 feet, $ ’ ’ ’ 

Iron bolts, 3' X 1" with nuts, 68, 750 pounds, at 15 cents .... 

Hydraulic masonry: 

In arches, 1,151.4 cubic yards, ) 

In wings, 298.5 cubic yards, >1,633 cubic yards, at $15 ... 

In parapet, 183.0 cubic yards, ) 

Puddling, 1,932 cubic yards, at 50 cents. 

Riprap, 163 cubic yards, at $1.50. 

Pit excavation under water, 9,081 cubic yards, at $1.25. 


$4,180 CO 
358 40 

100 96 
112 50 

24, 495 00 

966 00 
144 50 
11,351 25 

41,808 61 


For the Blue River we have estimated for two semicircular arches of 
20 feet span, the arches to rest on a timber foundation covered with 
plank. To prevent scour a row of sheet-piling is to be placed at each 
end of the foundation, and the bed of the creek is to be riprapped. 

Bill of timber, masonry, &c., for Blue River culvert: 


Timber in foundation, 3,816 cubic feet, at 30 cents. $1,144 80 

Plank, 11,550 feet, board-measure, at $20. 231 00 

Sheet-piling, 1,200 feet, board-measure, at $20 . 24 00 

Riprap, 50 cubic yards, at $1.50. 75 00 

Spikes, 550 pounds, at 5 cents. 27 50 

Excavation, 2,935 cubic yards, at $1. 2, 935 00 

Puddling, 1,044 cubic yards, at 50 cents.. 522 OO 

Masonry, 598.3 cubic yards, at $15. 8, 974 50 


13,933 80 

For Grand Gris Creek a semicircular arch of 10 feet span is estimated 
for. 

Bill of timber, masonry, &c., for Grand Gris Creek culvert.: 


Timber in foundation, 2,059 cubic feet, at 30 cents. $617 70 

Plank, 6,176 feet, board-measure, at $20 ... 123 52 

Sheet-piling, 1,040 feet, board-measure, at $20.. 20 80 

Spikes, 390 pounds, at 5 cents. 19 50 

Excavation, 1,875 cubic yards, at $1. 1, 875 00 

Puddling, 630 cubic yards, at 50 cents. 315 00 

Riprap, 30 cubic yards, at $1.50. 45 00 

Masonry, 227.3 cubic yards, at $15. 3, 409 50 


6,426 02 

Cost of waste-weirs .—Estimate for eighteen waste-weirs has been 
made; this allows one to every level of any considerable length. This 
appears to be a liberal estimate for a canal of this length, but the fact 
of the greater part of the canal being located at the foot of bluffs 
makes it necessary to provide for a large amount of surface-drainage. 
The cost of these weirs depends so much upon location that we have 
allowed for an equal number of each of two kinds, an estimate for one 
of each being given. 

Bill of materials for a waste-weir to consist of a center-crib 100 feet 
long and 7 feet high, with two wings 10 feet long and 10 feet high : 


Pine timber (10" X 10") in foundation, 1,010 cubic feet, at 20 cents. $202 00 

Sheet-piling, 1,200 feet, board-measure, at $22 . 26 40 

Pine timber in center crib (12" X 12") 1,120 cubic feet, at 20 cents. 224 00 

Pine timber in end cribs (22" X 12") 1,200 cubic feet, at 20 cents.. 240 00 

Plank to cover center and apron, 3,200 feet, board-measure, at $22 . 70 40' 

































NAVIGATION OF THE MISSISSIPPI RIVER. 


361 


es, 5-inch, 135 pounds, at 6 cents. $8 10 

ne to fill cribs, 215 cubic yards, at $1.50. 322 50 

.iprap to protect bank at end of apron and about ends of weir. 100 cubic 
yards, at $1.50. 150 00 


r 1,243 40 

Bill of materials for a waste-weir, to consist of a single timber 100 feet 


long, with two wings 10 feet long: 

Pine timber (l2 /y X 12"), 100 cubic feet, at 20 cents. $20 00 

Pine timber, (12" X 12"), for wings, 20 cubic feet, at 20 cents. 4 00 

Sheet-piling 1,000 feet, board-measure, at $22. 22 00 

Spikes, 50 pounds, at 6 cents. 3 00 

Riprap, 94 cubic yards, at $1.50. 141 00 


190 00 

Total cost for eighteen weirs, nine of each kind. 12,900 60 


Cost of bridges .—We have estimated for twenty highway-crossings— 
though it is probable that a less number will accommodate the public 
when the canal is built—and one railway-crossing. 


Estimated cost: 

20 highway-bridges, at $1.400. $28,000 00 

Embankment for approaches. 1,921 25 

1 railway swing-bridge. 2,500 00 


32,421 25 

Cost of walling .—We have provided for walling or paving the inner 
slope (if artificial) of the canal in all cases where the w # idth is less than 
200 feet, from 4 feet below to 2 feet above the water’s surface. 

Estimated cost.... .. $192,210 00 

Cost of riprap. —The outer slope, the slope next to the river, is to be 
riprapped from the bottom to above high w T ater in all cases where the 
canal is located along the bank of the river. • 

Estimated cost.. $201, 264 00 

Cost of grubbing .—We have allowed for 383J acres to be grubbed, at 
$75 per acre. 

Estimated cost... $28,762 50 

Cost of clearing .—There would be about 1,446 acres of clearing, esti¬ 
mated to cost $25 per acre. 

Estimated cost . $36,150 00 

Cost of engineering, the ivork to be done in two years .—The entire im¬ 
provement can be made in two years, and the engineering expenses will 
be as follows: 


For one chief engineer, at $600 per month.. $14, 400 00 

For 2 assistants to chief engineer, at $200 per month each.. 9,600 00 

For 1 engineer, 1 rodman, and 1 axman, on each of ten divisions into 

which the line will be divided, $250 per month for each division. 60,000 00 

For 1 engineer and 1 rodman, one year, on each of the 24 locks, at $200 per 

month.-. 57,600 00 

For 1 clerk and 2 draughtsmen, at $150 per month each, for office. 10, 800 00 

For rent of office, fuel, and attendance, 2 years. 4,000 00 

For paper, drawing-material, &c... 2,000 00 

For 24 leveling and 10 transit instruments, with target-rods and chains, at 

$160 each. 5,440 00 

For traveling and incidental expenses. 10,000 00 


173,840 00 

There will be constant employment in the canal for one dredge-boat, 
scows, and tug. 

Estimated cost. $25,000 00 


H. Ex. 49-24 


































362 NAVIGATION OF THE MISSISSIPPI RIVER. 

GRAND TOTAL COST. 


Summary of estimate for canal, 80 feet least width at bottom, 
feet draught, with locks 105 feet by 35 feet, clear for boats: 


Embankment 
Excavation .. 
21 lift-locks.. 
3 guard-locks 
Feed-weirs... 
Feed-pipes... 

Culverts. 

Waste-weirs . 

Bridges. 

Walling. 

Riprap. 

Grubbing .... 
Clearing. 


$1,200,564 . 
737, 279 ' 
701,219 
110,896 ' 
38,175, 
4,376 . 
62,168 4 
12,900 6 
32,421 2 
192,210 0 
291, 264 0 
28,762 51 
36,150 0C 


3,448,388 8 


Engineering. 173, 840 0* 

Dredge-boat, and scows and tug. 25, 000 00 

Contingencies. 352,771 If 


4,000, 0C0 00 

Additional cost for 5 feet draught. —The miter-sills have been so placed 
in the foregoing plan and estimate as to have 5 feet draught over them, 
so that the canal might be made to allow of 5 feet draught instead of 4, 
by additional excavation amounting to 550,000 cubic yards, at 30 cents 

per yard.. $165,000 

Annual expense of superintendence and repairs. —The annual expense of 
superintendence and care of the work after it was completed would be 
*as follows: 


One superintendent. $3, 000 

Twenty-six lock and feed tenders. 17, 000 

Operating dredge and tug, fuel, laborers, engineers, &e. 30 000 


50, 000 


c 


IE Ap ’09 















































































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